SOUTHERN  branch; 

UNIVERSITY  OF  CAL1F0RNIA» 

LIBRARY. 

\LOS  ANGItL  ES,  GAM& 


h 


60th  Congress  I  qtj'mat'v  I  JJocumext 

IstSemon       i  fe-b.JNAlJ<.  ^     No.  325 


PRELIMINARY  REPORT 

OF  THE 

INLAND  WATERWAYS 
COMMISSION 


MESSAGE  FROM  THE  PRESIDENT  OF 
THE  UNITED  STATES,  TRANSMITTING 
A  PRELIMINARY  REPORT  OF  THE 
INLAND  WATERWAYS  COMMISSION 


32' 


r-  r\  r 


February  26,  1908. — Read;  referred  to  the  Committee  on 
Commerce  and  ordered  to  be  printed  with  illustrations 


WASHINGTON  -:-  GOVERNMENT   PRINTING   OFFICE  -:-  1908 


MESSAGE  OF  THE  PRESIDENT 


To  the  Senate  and  House  of  Representatives: 

I  transmit  herewith  a  preliminary  report  from  the  Inland  Water- 
ways Commission,  which  was  appointed  hy  me  last  March  in  response 
to  a  widespread  interest  and  demand  from  the  j^eople.  The  basis  of 
tliis  demand  lay  in  the  general  and  admitted  inahility  of  the  rail- 
roads to  handle  promptly  the  traffic  of  the  country,  and  especially 
the  crops  of  the  previous  fall. 

Tliis  report  is  well  worth  your  attention.  It  is  thorough,  con- 
servative, sane,  and  just.  It  represents  the  mature  judgment  of  a 
body  of  men  exceptionally  quahfied,  by  personal  experience  and 
knowledge  of  conditions  throughout  the  United  States,  to  under- 
stand and  discuss  the  great  problem  of  how  best  to  use  our  water- 
ways in  the  interest  of  all  the  people.  Unusual  care  has  been  taken 
to  secure  accuracy  and  balance  of  statement.  If  the  report  errs  at 
all  it  is  by  over-conservatism.  It  contains  findings  or  statements  of 
fact,  a  number  of  specific  recommendations,  and  an  account  of 
inquiries  still  in  progress,  and  it  is  based  in  part  on  statistics  and 
other  information  contained  in  a  voluminous  appendix.  The  sub- 
ject with  which  it  deals  is  of  critical  importance  both  to  the  present 
and  the  future  of  our  country. 

Our  river  systems  are  better  adapted  to  the  needs  of  the  people 
than  those  of  any  other  country.  In  extent,  distribution,  naviga- 
bility, and  ease  of  use,  they  stand  first.  Yet  the  rivers  of  no  other 
civilized  country  are  so  poorly  developed,  so  little  used,  or  play  so 
small  a  part  in  the  industrial  life  of  the  nation  as  those  of  the  United 
States.  In  view  of  the  use  made  of  rivers  elsewhere,  the  failure  to 
use  our  own  is  astonishing,  and  no  thoughtful  man  can  believe  that 
it  will  last.  The  accompanying  report  indicates  clearly  the  reasons 
for  it  and  the  way  to  end  it. 

The  Commission  finds  that  it  was  unregulated  railroad  competi- 
tion which  prevented  or  destroyed  the  development  of  commerce 
on  our  inland  waterways.  The  Mississippi,  our  greatest  natural  high- 
way, is  a  case  in  point.  At  one  time  the  traffic  upon  it  was  without 
a  rival  in  any  country.  The  report  shows  that  commerce  was  driven 
from  the  ^lississippi  by  the  railroads.  While  production  was  lim- 
ited, the  railways,  with  their  convenient  terminals,  gave  quicker  and 
more  satisfactory  service  than  the  waterways.  Later  they  prevented 
the  restoration  of  river  trafiic  by  keeping  down  their  rates  along  the 
rivers,  recouping  themselves  by  higher  charges  elsewhere.  They  also 
acquired  water  fronts  and  terminals  to  an  extent  which  made  water 
competition  im])ossible.  Throughout  the  country  the  railways  have 
secured  such  control  of  canals  ana  steamboat  lines  that  to-day  inland 
waterway^transportation  is  largely  in  their  hands.     Tliis  was  natu- 


IV  REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

ral  and  doubtless  inevitable  under  the  circumstances,  but  it  should 
not  be  allowed  to  continue  unlte^sj  iiiiide'r  careful  Government  regu- 
lation. '■'''..' 

Comparatively  little  inland  freight  is  carried  by  boat  which  is 
lioo  carried  h  part  of  its  journey  by  rajl  also.  As  the  report  shows, 
the  successful  development  and  use  of  our  interstate  waterways 
will  require  intelligent  regulation  of  the  relations  between  rail  and 
water  traffic.  When  this  is  done  the  railways  and  waterways  will 
assist  instead  of  injuring  each  other.  Both  will  benefit,  but  the  chief 
benefit  will  accrue  to  the  people  in  general  tlu"ough  quicker  and 
cheaper  transportation. 

The  report  rests  throughout  on  the  fundamental  conception  that 
every  waterway  should  be  made  to  serve  the  people  as  largely  and 
in  as  many  difl'erent  ways  as  possible.  It  is  poor  business  to  develop 
a  river  for  navigation  in  such  a  way  as  to  prevent  its  use  for  power, 
when  by  a  little  foresight  it  could  be  made  to  serve  both  purposes. 
We  can  not  afford  needlessly  to  sacrifice  power  to  irrigation,  or  irri- 
gation to  domestic  water  supply,  when  by  taking  thought  we  may 
have  all  three.  Every  stream  should  be  used  to  the  utmost.  No 
stream  can  be  so  used  unless  such  use  is  planned  for  in  advance. 
When  such  plans  are  made  we  shall  find  that,  instead  of  interfering, 
one  use  can  often  be  made  to  assist  another.  Each  river  system, 
from,  its  headwaters  in  the  forest  to  its  mouth  on  the  coast,  is  a  single 
unit  and  should  be  treated  as  such.  Navigation  of  the  lower  reaches 
of  a  stream  can  not  be  fully  developed  without  the  control  of  floods 
and  low  waters  by  storage  and  drainage.  Navigable  channels  are 
directly  concerned  with  the  protection  of  source  waters  and  with  soil 
erosion,  which  takes  the  materials  for  bars  and  shoals  from  the 
richest  portions  of  our  farms.  The  uses  of  a  stream  for  domestic 
and  municipal  water  supply,  for  power,  and  in  many  cases  for  irriga- 
tion, must  also  be  taken  into  full  account. 

The  development  of  our  inland  waterways  will  have  results  far 
beyond  the  immediate  gain  to  commerce.  Deep  channels  along  the 
Atlantic  and  Gulf  coasts  and  from  the  Gulf  to  the  Great  Lakes  will 
have  high  value  for  the  national  defense.  The  use  of  water  power 
will  measurably  relieve  the  drain  upon  our  diminishing  supplies  of 
coal,  and  transportation  by  water  instead  of  rail  only  will  tend  to 
conserve  our  iron.  Forest  protection,  without  which  river  improve- 
ment can  not  be  permanent,  will  at  the  same  time  help  to  postpone 
the  threatened  timber  famine,  and  will  secure  us  against  a  total 
dearth  of  timber  by  providing  for  the  perpetuation  of  the  remaining 
woodlands.  Irrigation  will  create  the  means  of  livelihood  for  millions 
of  people,  and  supplies  of  pure  water  will  powerfully  promote  the 
public  health.  If  the  policy  of  waterway  improvement  here  recom- 
mended is  carried  out,  it  will  affect  for  good  every  citizen  of  the 
Republic.  The  National  Government  must  play  the  leading  part  in 
securing  the  largest  possible  use  of  our  waterways ;  other  ao;encies  can 
assist  and  should  assist,  but  the  work  is  essentially  national  in  its 
scope. 

The  various  uses  of  waterways  are  now  dealt  with  by  Bureaus 
scattered  through  four  Federal  Departments.  At  present,  therefore, 
it  is  not  possible  to  deal  with  a  river  system  as  a  single  problem. 
But  the  Commission  here  recommends  a  policy  under  which  all  the 
commercial  and  industrial  uses  of  the  waterways  may  be  developed 


MESSAGE    OF   THE    PEESIDENT  V 

at  the  same  time.  To  that  end,  Congress  should  provide  some 
administrative  machinery  for  coordinating  the  work  of  the  various 
Departments  so  far  as  it  rehites  to  waterways.  Otherwise  there  \vi\\ 
not  only  be  delay,  but  the  people  as  a  whole  will  fail  to  get  from  our 
streams  the  benefits  to  which  they  are  justly  entitled. 

The  Commission  recognizes  that  the  cost  of  improving  our  inland 
waterways  will  be  large,  but  far  less  than  would  be  required  to  relieve 
the  congestion  of  traffic  by  railway  extension.  The  benefits  of  such 
improvement  will  be  large  also,  and  they  will  touch  the  daily  life  of 
our  people  at  every  point,  uniting  the  interests  of  all  the  States  and 
sections  of  our  country.  The  cost  and  the  benefits  should  be  ecpiitably 
distributed,  by  cooperation  with  the  States  and  the  communities, 
corporations,  and  individuals  beneficially  afi"ected.  I  heartily  concur 
in  the  Commission's  recommendation  to  this  end.  Such  cooperation 
should  result  in  united  effort  in  carrying  out  the  great  duty  of  improv- 
ing our  inland  waterways.  While  we  delay  our  rivers  remain  unused, 
our  traffic  is  periodically  congested,  and  the  material  wealth  and 
natural  resources  of  the  country  related  to  waterwa3^s  are  being 
steadily  absorbed  by  great  monopolies. 

Among  these  monopolies,  as  the  report  of  the  Commission  points 
out,  there  is  no  other  which  threatens,  or  has  ever  threatened,  such 
intolerable  interference  with  the  daily  life  of  the  people  as  the  con- 
solidation of  companies  controlling  water  power.  I  call  your  special 
attention  to  the  attempt  of  the  power  corporations,  through  bills 
introduced  at  the  present  session,  to  escape  from  the  possibility  of 
Government  regulation  in  the  interests  of  the  people.  These  bills 
are  intended  to  enable  the  corporations  to  take  possession  in  perpe- 
tuity of  national  forest  lands  for  the  purj)oses  of  their  business, 
where  and  as  they  please,  wholly  without  compensation  to  the  pub- 
lic. Yet  the  effect  of  granting  such  privileges,  taken  together  with 
rights  already  acquired  under  State  laws,  would  be  to  give  away 
properties  of  enormous  value.  Through  lack  of  foresight  we  have 
formed  the  habit  of  granting  without  compensation  extremely  valu- 
able rights  amounting  to  monopolies  on  navigable  streams  and  on 
the  public  domain.  The  repurchase  at  great  expense  of  water  rights 
thus  carelessly  given  away  without  return  has  already  begim  in  the 
East,  and  before  long  will  be  necessary  in  the  West  also.  No  rights 
involving  water  power  should  be  granted  to  any  corporations  in 
perpetuity,  but  only  for  a  length  of  time  sufficient  to  allow  them 
to  conduct  their  business  profitably.  A  reasonable  charge  should  of 
course  be  made  for  valuable  rights  and  privileges  which  they  obtain 
from  the  National  Government.  The  values  for  which  this  charo;e 
is  made  will  ultimateh',  through  the  natural  growth  and  orderly 
development  of  our  population  and  industries,  -reach  enormous 
amounts.  A  fair  share  of  the  increase  should  be  safeguarded  for 
the  benefit  of  the  people,  from  whose  labor  it  springs.  The  proceeds 
thus  secured,  after  the  cost  of  administration  and  improvement  has 
been  met,  should  naturally  be  devoted  to  the  development  of  our 
inland  waterways. 

The  report  justly  calls  attention  to  the  fact  that  hitherto  our 
national  policy  has  been  one  of  almost  unrestricted  disposition  and 
waste  of  natural  resources,  and  emphasizes  the  fundamental  necessity 
for  conserving  these  resources  upon  which  our  present  and  future 
success  as  a  nation  primarily  rests.     Running  water  is  a  most  valu- 


VI  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

able  natural  asset  of  the  people,  and  there  is  urgent  need  for  con- 
serving it  for  navigation,  for  power,  for  irrigation,  and  for  domestic 
and  municipal  supply. 

The  Commission  was  appointed  to  obtain  information  concerning 
our  waterways  as  related  to  the  general  welfare.  Much  work  was 
done,  but  more  remains  to  be  done  before  a  plan  for  their  develop- 
ment can  be  prepared  in  detail.  We  need  additional  information 
on  the  flow  of  our  streams,  the  condition  of  channels,  the  amount 
and  cost  of  water  traffic,  the  requirements  for  terminals,  the  area  in 
each  watershed  wliich  should  be  kept  under  forest,  and  the  means 
of  preventing  soil  waste  and  the  consequent  damage  to  our  rivers. 
But  it  is  neither  necessary  nor  desirable  to  postpone  the  beginning 
of  the  work  until  all  the  facts  are  obtained.  We  have  suffered 
heavily  in  the  past  from  the  lack  of  adequate  transportation  facili- 
ties, and  unless  a  beginning  is  made  promptly  we  shall  suffer  still 
more  heavily  in  the  future. 

Being  mthout  fimds  or  an  expert  staff,  the  Commission  has  confined 
itseff  to  principles  affecting  the  whole  problem  and  the  entire  country. 
Its  report  is  a  plea,  in  the  light  of  actual  facts,  for  simplicity  and 
directness  in  dealing  with  the  great  problem  of  our  inland  waterways 
in  the  interest  of  the  people.  It  submits  no  specific  plans  or  recom- 
mendations concerning  even  the  most  important  projects.  The  first 
of  these  of  course  concerns  the  Mississippi  and  its  tributaries,  whose 
commercial  development  will  directly  affect  haff  our  people.  The 
Mississippi  should  be  made  a  loop  of  the  sea  and  work  upon  it  should 
be  begun  at  the  earliest  possible  moment.  Only  less  important  is  the 
Atlantic  inner  passage,  parts  of  which  are  already  under  way.  The 
inner  passages  along  the  Gulf  coast  should  be  extended  and  con- 
nected with  the  Atlantic  waters.  The  need  for  the  developing  of  the 
Pacific  coast  rivers  is  not  less  pressing.  Our  people  are  united  in 
support  of  the  immediate  adoption  of  a  progressive  policy  of  inland 
waterway  development. 

Hitherto  our  national  policy  of  inland  waterway  development  has 
been  largely  negative.  No  single  agency  has  been  responsible  under 
the  Congress  for  making  the  best  use  of  our  rivers,  or  for  exercising 
foresight  in  their  development.  In  the  absence  of  a  comprehensive 
plan,  the  only  safe  policy  was  one  of  repression  and  procrastination. 
Frequent  changes  of  plan  and  piecemeal  execution  of  projects  have 
still  further  hampered  improvement.  A  channel  is  no  deeper  than 
its  shallowest  reach,  and  to  improve  a  river  short  of  the  point  of 
effective  navigability  is  a  sheer  waste  of  all  it  costs.  In  spite  of  lar^e 
appropriations  for  their  improvement,  our  rivers  are  less  serviceable 
for  interstate  commerce  to-day  than  they  were  half  a  century  ago 
and  in  spite  of  the  vast  increase  in  our  population  and  commerce 
they  are  on  the  whole  less  used. 

The  first  condition  of  successful  development  of  our  waterways  is 
a  definite  and  progressive  policy.  The  second  is  a  concrete  general 
plan,  prepared  by  the  best  experts  available,  covering  every  use  to 
which  our  streams  can  be  put.  We  shall  not  succeed  until  the 
responsibility  for  administering  the  policy  and  executing  and  extend- 
ing the  plan  is  definitely  laid  on  one  man  or  group  of  men  who  can 
be  held  accountable.  Every  portion  of  the  general  plan  should  con- 
sider and  so  far  as  practicable  secure  to  the  people  the  use  of  water 
for  power,  irrigation,  and  domestic  supply  as  well  as  for  navigation. 


MESSAGE    OF   THE    PRESIDENT  VII 

No  project  should  be  be^un  until  the  funds  necessary  to  complete 
it  promptly  are  provided,  and  no  plan  once  under  way  should  be 
changed  except  for  grave  reasons.  Work  once  begun  should  be 
prosecuted  steadily  and  vigorously  to  completion.  We  must  make 
sure  that  projects  are  not  undertaken  except  for  sound  business  rea- 
sons, and  that  the  best  modern  business  methods  are  applied  in 
executing  them.  The  decision  to  undertake  any  project  should  rest 
on  actual  need  ascertained  by  investigation  and  judgment  of  experts 
and  on  its  relation  to  great  river  systems  or  to  the  general  plan,  and 
never  on  mere  clamor. 

The  improvement  of  our  inland  waterways  can  and  should  be 
made  to  pay  for  itself  so  far  as  practicable  from  the  incidental  pro- 
ceeds from  water  power  and  other  uses.  Navigation  should  of  course 
be  free.  But  the  greatest  return  will  come  from  the  increased  com- 
merce, growth,  and  prosperity  of  our  people.  For  this  we  have 
already  waited  too  long.  Adequate  funds  should  be  provided,  by 
bond  issue,  if  necessary,  and  the  work  should  be  delayed  no  longer. 
The  development  of  our  waterways  and  the  conservation  of  our  for- 
ests are  the  two  most  pressing  physical  needs  of  the  country.  They 
are  interdependent,  and  they  should  be  met  vigorously,  together, 
and  at  once.  The  questions  of  organization,  powers,  and  appropri- 
ations are  now  before  the  Congress.  There  is  urgent  need  for  prompt 
and  decisive  action. 

Theodore  Roosevelt. 

The  White  House,  February  26,  1908. 


PRELIMINARY  REPORT 


OF  THE 


INLAND  WATERWAYS  COMMISSION 


FEBRUARY  3,  1908 


CONTENTS 


Page 

Conspectus 13 

Preliminary  report 15 

Creation  of  the  commission 15 

Proceedings 17 

Results ■      18 

Findings 18 

Recommendations 25 

Inquiries  in  progress 27 

Supplementary  report  of  Commissioner  General  Mackenzie 30 

Supplementary  report  of  Commissioner  Senator  Newlands 31 

Appendix 33 

1.  Navigable  streams  of  the  United  States 35 

Summary  of  navigable  streams 35 

Description  of  the  tables.' 35 

General  physical  characteristics  of  navigable  streams 36 

Table  1. — Rivers  tributary  to  Atlantic  Ocean 39 

Table  2. — Rivers  tributary  to  Gulf  of  Mexico 60 

Table  3. — Mississippi  River  and  tributaries 69 

Table  4. — River  flowing  into  Canada 86 

Table  5. — Rivers  tributary  to  Pacific  Ocean 87 

2.  Commerce  on  interior  rivers 94 

Floating  equipment 94 

Types  of  vessels  employed 94 

Decline  of  steam- vessel  tonnage 95 

Table  6. — Classification  by  size  of  vessels 96 

Table  7. — Documented  tonnage  of  steam  vessels 97 

Operating  agencies 99 

Table  8. — Agencies  operating  on  interior  rivers 100 

Ohio  River  traffic 109 

Packet  lines  on  Ohio  River 109 

Associations  of  Ohio  River  lines '. Ill 

Bulk  traffic HI 

Coal Ill 

Cincinnati  as  a  distributing  point 114 

River  sand 116 

Lumber 117 

Grain 117 

Total  traffic  on  the  Ohio 118 

Table  9.— Commerce  of  Ohio  River  in  1905 119 

Distribution  of  traffic 124 

Upper  Mississippi  River  traffic 124 

Packet  lines  on  the  upper  Mississippi 125 

Kansas  City  line 126 

Traffic  on  the  lower  Mississippi 126 

Packet  lines  on  the  lower  Mississippi 127 

Associations  of  Mississippi  River  packet  lines 129 

Bulk  freight  on  the  lower  Mississippi 129 

Grain 129 

Lumber 130 

Coal 131 

Bulk  carriers  at  New  Orleans 132 

Total  fi-eight  tonnage  on  the  Mississippi 133 

Historical  review  of  decline  of  traffic  on  Mississippi  River 133 

Terminals  and  their  control ■ 136 

\Miarfage  and  agency  charges  on  the  Ohio 136 

Table  10.— Wharfage  charges  at  towns  on  Ohio  River 143 

3 


4  EEPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 

Appendix — Continued  Page 

2.  Commerce  on  interior  rivers — Continued 

Terminals  and  their  control — Continued 

Port  terminals  on  the  Mississippi 143 

Terminals  at  St.  Louis 143 

Terminals  at  Memphis 145 

Terminal  facilities  at  New  Orleans 145 

The  water  front 146 

Mechanical  appliances 147. 

Administration 147 

Statistics  of  commerce  on  interior  rivers 150 

Traffic  on  the  Ohio  and  Monongahela 150 

Table  11. — Shipments  of  coal  to  and  through  Pittsburg 151 

Table  12. — Movement  of  coal  to  and  through  Pittsburg 151 

Table  13. — Movement  of  coal  through  Monongahela  River 152 

Table  14. — Traffic  on  Monongahela  River 152 

Table  15. — Traffic  at  Davis  Island  dam 153 

Table  16.— Production  of  coal  in  AVest  Virginia 153 

Table  17. — Receipts  and  shipments  of  coal  at  Cincinnati 153 

Table  18. — Commerce  through  Louisville  and  Portland  Canal.  154 

Traffic  on  the  Mississippi 154 

Table  19.— Tonnage  received  at  St.  Louis,  1890-1906 154 

Table  20.— Tonnage  shipped  from  St.  Louis,  1890-1906 155 

Table  21. — Receipts  and  shipments  via  river  at  St.  Louis 155 

Table  22. — Receipts  and  shipments  of  grain  at  St.  Louis 156 

Table  23. — Bulk  grain  and  total  grain  shipped  from  St.  Louis. .  156 

Table  24. — Receipts  and  shipments  of  flour  at  St.  Louis 157 

Table  25. — Receipts  of  cotton  via  rail  and  river  at  St.  Louis. . .  157 

Table  26. — Receipts  of  lumber  at  St.  Louis  via  rail  and  river. .  157 
Table  27. — Shipments  of  lumber  from  St.  Louis  via  rail  and 

river 158 

Table  28. — Receipts  of  coal  at  St.  Louis  via  Ohio  River. . . 158 

Table  29. — Receipts  and  exports  of  grain  at  New  Orleans 158 

Table  30. — Receipts  of  fiour  and  grain  at  New  Orleans  by  rail 

and  river 159 

Table  31. — Grain  shipments  from  St.  Louis  and  grain  move- 
ment at  New  Orleans 159 

Traffic  on  various  rivers  and  canals 160 

Table  32. — Freight  transported  on  various  rivers  and  canals, 

1902-1907 160 

Navigation  on  the  Colorado 160 

Table  33.— Vessels  of  Colorado  River 162 

3.  Statistics  of  commerce  on  the  Great  Lakes 163 

Total  traffic  on  the  Great  Lakes 163 

Table  34. — Domestic  shipments  on  Great  Lakes,  1905-1907 163 

Table  35. — Domestic  receipts  on  Great  Lakes,  1905-1907 164 

Traffic  through  St.  Marys  Falls  canals 164 

Table  36.— Traffic  through  St.  Marys  Falls  canals,  1901-1907 164 

Table  37. — Comparison  of  domestic  traffic  on  Great  Lakes  and 

through  St.  Marys  Falls  canals 165 

Tfe-ble  38. — Vessel  movement  through  St.  Marys  Falls  canals 166 

Table  39.— Traffic  through  St.  Marys  Falls  canals,  1881-1907 167 

Table  40.— Tonnage  through  St.  Marys  Falls  canals,  1881-1907 168 

Table  41. — Percentage  of  each  commodity  in  the  traffic  through  St. 

Marys  Falls  canals,  1881-1907 170 

Table  42.— Traffic  statistics  of  St.  Marys  Falls  canals,  1888-1907  . .  171 
Table  43. — Estimated  value  of  freight  through  St.  Marys  Falls 

canals,  1887-1906 171 

Table  44. — Flour  and  wheat  traffic  of  the  St.  Marys  Falls  canals, 

1855-1907 172 

Miscellaneous  canal  traffic 173 

Traffic  through  Portage  Lake  ship  canals 173 

Table  45.— Traffic  through  the  Portage  Lake  canals,  1902-1907 .  173 

Traffic  through  Sturgeon  Bay  and  Lake  Michigan  ship  canal 173 

Table  46.— Traffic  through  the  ship  canal,  1904-1907 174 

Traffic  through  Detroit  River 174 

Table  47. — Domestic  freight  movement  through  Detroit  River.  175 


CONTENTS  5 

Appendix — Continued  Page 

3.  Statistics  of  commerce  on  the  Great  Lakes — Continued 

Miscellaneous  lake  traffic 175 

Table  48. — Distribution  of  coal  traffic  by  lake  from  Buffalo, 

1901-1906 175 

Table  49. — Lake  receipts  of  iron  ore  at  Lake  Erie  ports,  1901- 

1906... 176 

4.  Government  aid  to  inland  navigation 177 

Grants  to  the  States 177 

Canal  grants 178 

Table  50. — Land  grants  for  canals 178 

State  selection  act 178 

Table  51  .—State  selections 179 

Navigation  grants 179 

Later  State  grants 179 

Subscriptions 180 

Table  52. — Acts  authorizing  the  Government  to  purchase  stock 

of  private  companies 180 

Appropriations 180 

Table  53. — Acts  making  appropriations  for  rivers  and  canals, 

1802-1900 180 

Table  54. — Appropriations  for  river  and  harbor  improvements, 

1900-1907 181 

5.  Government  slack-water  rivers 182 

Table  55. — Government  slack-water  rivers 183 

6.  Canals  in  the  United  States 188 

Location  of  canals 188 

Location  of  Government  canals 188 

Lake  group 188 

Mississippi  Valley 188 

Atlantic  and  Gulf  coast 188 

Pacific  coast 188 

Location  of  State  canals .- 189 

New  York  canals 189 

Ohio  canals 189 

Illinois  canals 190 

Louisiana  State  canal 190 

Location  of  private  canals 190 

Atlantic  coast  system 190 

Louisiana  system 191 

Other  canals 192 

Statistics  of  canals  in  operation 192 

Table  56. — Government  canals 193 

Table  57. — State  canals  in  operation 196 

Table  58,  A  and  B. — Private  canals  in  operation 198 

Abandoned  canals 204 

Table  59. — Abandoned  canals  in  the  United  States 205 

7.  State  and  private  canals 210 

Canals  in  New  York 210 

Statistics  of  traffic  on  New  York  canals 220 

Table  60. — Movement  of  articles  on  all  New  York  State  canals, 

1837-1905 220 

Table  61. — Tonnage  moved  on  each  and  all  canals 221 

Table  62. — Percentagesof  tonnage  moved  on  New  York  canals.  223 
Table  63.— Total  tonnage  movement  on  all  New  York  canals, 

1837-1906 224 

Table  64. — Tonnage  of  articles  coming  to  Hudson  River  from 

Erie  and  Champlain  canals,  1837-1906 225 

Table  65.— Commerce  arriving  at  and  going  from  tidewater, 

and  internal  movement 226 

Table  66. — Total  tonnage  coming  to  Hudson  River  from  Erie 

and  Champlain  canals,  and  value,  1838-1906 226 

Table  67. — Tonnage  on  New  York  Central  and  Erie  railways 

and  New  York  canals,  1853-1906 227 

Table  68.— Losses  or  gains  in  tonnage,  1854-1906 228 

Table  69. — Ton-mileage  on  New  York  canals  and  railroads. . .  228 

Table  70.— Through  and  way  traffic 229 


6  REPOKT   OF    THE   INLAND    WATERWAYS    COMMISSION 

Appendix — Continued  Page 
7.  State  and  private  canals — Continued 
Canals  in  New  York — Continued 

Statistics  of  traffic  on  New  York  canals — Continued 

Table  71.— Flour  and  grain  received  at  Buffalo,  by  lake,  1836- 

1906 230 

Table  72. — Flour  and  grain  received  at  Buffalo,  by  Lake,  1846- 

1906 230 

Table  73.— Grain  and  flour  movement  at  Buffalo,  1861-1906. .  231 
Table  74. — Freight,  tolls,  elevating  and  storage  rates,  1870- 

1906 232 

Table  75. — Wheat  and  flour  traffic  on  the  Erie  Canal,  1835- 

1881 233 

Table  76. — Total  movement  of  flour,  meal,  and  grain  on  all 

New  York  State  canals,  1861-1906 233 

Table  77. — Rail  and  water  movement  of  grain  at  New  York, 

1868-1898 235 

Table  78. — Receipts  of  lumber,  lath,  and  shingles  by  lake  and 

shipments  of  lumber  by  canal 235. 

Table  79. — Average  railroad  and  canal  freight  rates 236 

Table  80. — Average  lake  and  canal  rates  on  wheat  and  corn 

since  1890 237 

Table  81. — Average  rates  on  com  from  Chicago  to  New  York, 

1869-1906 237 

Table  82. — Average  rates  on  wheat  from  Chicago  to  New  York, 

1869-1906 239 

Canals  in  Ohio 239 

Table  83. — Receipts  and  expenditures  on  Ohio  State  canals, 

1890-1905 245 

Canals  in  Illinois 247 

Illinois  and  Michigan  Canal 247 

Table  84. — Expenditures  and  receipts,  Illinois  and  Michigan 

Canal 249 

Table  85. — Movement  of  canal  boats  on  the  Illinois  and  Michi- 
gan Canal,  1860-1902 250 

Table  86.— Articles    transported    on    Illinois    and    Michigan 

Canal,  1892-1902 251 

Table  87. — Rates  of  tolls  and  lockage  on  the  Illinois  and  Michi- 
gan Canal 252 

Chicago  Sanitary  and  Ship  Canal 253 

Canals  in  New  Jersey 254 

Delaware  and  Raritan  Canal 254 

Table  88.— Traffic  in  Delaware  and  Raritan  Canal,  1904, 1905.  256 

Table  89. — Rates  of  steam  towage,  Delaware  and  Raritan  canal  258 

Pennsylvania  Railroad  control  of  Delaware  and  Raritan  Canal.  259 

Relation  of  Delaware  and  Raritan  Canal  to  Raritan  River 260 

Morris  Canal 261 

Canals  in  Pennsylvania 267 

Lehigh  Canal 267 

Delaware  Division  Canal 269 

The  Schuylkill  Navigation 271 

Canals  in  Delaware  and  Maryland 275 

Chesapeake  and  Delaware  Canal 275 

Table  90.— Rates  of  towage 278 

Table  91.— Traffic  of  Chesapeake  and  Delaware  ( 'anal,  1904-5.  279 

Chesapeake  and  Ohio  Canal 280 

Canals  in  Virginia  and  North  C'arolina 286 

Albemarle  and  Chesapeake  Canal 286 

Table  92.— Number,    class,    and   tonnage   of   vessels   passing 

through  the  Albemarle  and  Chesapeake  Canal . .  288 

Table  93.— Freight  traffic  on  Albemarle  and  Chesapeake  Canal .  288 

The  Dismal  Swamp  Canal 291 

Table  94.— Freight  traffic  on  Dismal  Swamp  Canal,  1905 295 

Minor  canals 298 

State  and  private  canals  in  Louisiana 299 

New  Basin  Canal 300 

Old  Basin  Canal 301 


CONTENTS  7 

Appendix — Continued  Page 

7.  State  and  private  canals — Continued 

State  and  private  canals  in  Louisiana — Continued 

Barataria  and  Lafourche  Canal 304 

Harvey  Canal 305 

Lake  Borgne  Canal 305 

Canals  in  Oregon 308 

Boat  tolls  and  freight  tolls  on  canals 310 

Table  95.— Through  freight  tolls  on  canals 312 

8.  Relation  of  water  transportation  to  railroad  rates 314 

Waterway  competition 314 

Table  96. — Railroad  rates  on  high-class  freight 315 

Testimony  before  the  Industrial  Commission 319 

River  and  rail  rates 325 

Table  97. — Freight  rates  for  transportation  of  classihed  traffic  and 
important  commodities  via  rail  and  viariver  from  St. 
Louis,  Mo.,  to  points  on  theupper  Mississippi  River.       334 

Table  98. — Freight  rates  for  transportation  of  classified  traffic  and 
important  commodities  via  rail  and  via  river  from  St. 
Paul,  Minn.,  to  pointson  the  upper  MississippiRiver.       335 

Table  99. — Freight  rates  for  transportation  of  articles  classified  in 
the  Western  Classification  via  rail  and  via  river  from 
St.  Louis,  Mo. ,  to  points  on  the  ^Missouri  River 337 

Table  100. — Freight  rates  for  transportation  of  classified  traffic  and 
important  commodities  from  Missouri  River  points 
to  St.  Louis,  Mo.,  via  rail  lines,  1877-1902 338 

Table  101. — Freight  rates  for  transportation  of  grain  and  meat 
products  from  Kansas  City,  Mo.,  to  St.  Louis,  Mo., 
1879-1902 339 

Table  102. — Freight  rates  for  transportation  of  articles  in  the  Illi- 
nois Classification  via  rail  and  via  river  from  St. 
Louis,  Mo.,  to  points  on  the  Mississippi  and  Illinois 
rivers 340 

Table  103. — Freight  rates  for  transportation  of  articles  in  the  Illi- 
nois, Western,  and  Southern  Classification  via  rail 
and  via  river  from  St.  Louis,  Mo.,  to  points  on  the 
lower  Mississippi  River 341 

Table  104. — Highest  and  lowest  freight  rate  and  the  rate  continuing 
for  the  longest  period  each  year  for  transportation  of 
flour,  pork,  gram,  meat,  andhay  from  St.  Louis,  Mo., 
to  Memphis,  Tenn.,  Vicksburg,  Miss.,  and  New 
Orleans,  La.,  via  Mississippi  River  steamers, 
1866-1906 ....-       342 

Table  105. — Average  freight  rates  for  transportation  of  grain  in 
sacks  \'ia  steamers,  and  wheat,  corn,  and  rye,  via 
barges,  from  St.  Louis,  Mo.,  to  New  Orleans,  La., 
1866-1903 344 

Table  106. — Freight  rates  for  transportation  of  flour,  pork,  grain, 
and  hav,  by  barge  and  steamer,  from  St.  Louis,  Mo., 
to  New'Orleans,  La.,  1887-1904 344 

Table  107. — Freight  rates  for  transportation  of  wheat  and  other 
grain  by  all  rail  from  St.  Louis,  Mo.,  to  New  Orleans, 
La.,  and  Vicksburg,  Miss.,  1887-1907 345 

Table  108. — Class  and  commodity  rates  from  St.  Louis,  Mo.,  to  New 

Orleans,  La.,  via  rail  and  viariver,  effective  in  1903.       346 

Table  109. — Freight  rates  for  transportation  of  classified  traffic 
(Southern  Classification)  via  all  rail  from  Chicago, 
111.,  to  Mississippi  River  and  southern  interior 
points,  effective  July  1 ,  1907 347 

Table  110. — Freight  rates  for  transportation  of  classified  traffic 
(Southern  Classification)  via  all  rail  from  St.  Louis, 
Mo.,  to  Mississippi  River  and  southern  interior 
points,  effective  July  1,  1907 347 

Table  111. — Freight  rates  for  transportation  of  classified  traffic 
(Southern  Classification)  \'ia  all  rail  from  Louis\411e, 
Ky.,  to  Missi.ssippi  River  and  southern  interior 
points,  effective  July  1,  1907 348 


8  REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

Appendix — Continued  Page 

8.  Relation  of  water  transportation  to  railroad  rates — Continued 
River  and  rail  rates — Continued 

Table  112. — Freight  rates  for  transportation  of  classified  traffic 
(Southern  Classification)  via  all  rail  from  Cincinnati 
to  Mississippi  River  and  southern  interior  points. . .       348 

Table  113. — Freight  rates  for  transportation  of  classified  traffic 
(Southern  Classification)  via  all  rail  from  Memphis 
to  Mississippi  River  and  southern  interior  points. . .       349 

Table  114. — Freight  rates  for  transportation  of  articles  (Southern 
Classification)  via  rail  and  via  river  from  St.  Louis, 
Mo.,  to  points  on  the  Tennessee  River 350 

Table  115. — Freight  rates  for  transportation  of  classified  traffic 
and  important  commodities  via  rail  and  via  river 
from  Pittsbm-g,  Pa.,  to  points  on  the  Ohio  and  Mis- 
sissippi rivers 351 

Table  116. — Freight  charges,  distances,  and  rate  per  ton-mile  for 
transportation  of  bituminous  coal  via  all  rail  from 
the  Kanawha  district,  located  on  the  Chesapeake  & 
and  Ohio  Railway,  to  points  on  the  Ohio  River  and 
inland  Kentucky  points 352 

Table  117. — Freight  rates  for  transportation  of  articles  (Southern 
Classification)  via  all  rail  from  New  Orleans,  La.,  to 
Mississippi  River  and  interior  points 352 

Table  118. — Freight  rates  for  transportation  of  articles  (Western 
Classification)  via  rail  and  via  river  from  New  Or- 
leans, La.,  to  points  on  the  Mississippi  River 354 

Table  119. — Freight  rates  for  transportation  of  cla.'^sified  traffic  and 
important  commodities  via  rail  and  via  river  from 
New  Orleans,  La.,  to  points  on  the  Red  River 356 

Table  120. — Freight  rates  for  transportation  of  classified  traffic  and 
important  commodities  via  rail  and  \aa  river  from 
Shreveport,  La.,  to  points  on  the  Red  and  Missis- 
sippi rivers 360 

Table  121. — Freight  rates  for  transportation  of  classified  traffic  and 
important  commodities  via  rail  and  via  river  from 
New  Orleans,  La.,  to  points  on  the  Ouachita  and 
Black  rivers 364 

Table  122. — Freight  rates  for  transportation  of  cotton  \'ia  rail  and 
via  river  from  landings  on  the  Red,  Black,  Ouachita, 
and  tributary  rivers  to  New  Orleans,  La 366 

Table  123. — Freight  rates  for  transportation  of  articles  (Western 
Classification)  via  all  rail  from  Seattle,  Wash.,  to 
Puget  Sound,  to  Pacific  coast,  and  to  interior  points.       369 

Table  124. — Freight  rates  for  transportation  of  articles  (Western 
Classification)  via  rail  and  via  river  from  Portland, 
Oreg.,  to  points  on  the  Columbia  River 370 

Table  125. — Freight  rates  for  transportation  of  articles  (Western 
Classification)  \'ia  rail  and  \aa  river  from  The  Dalles, 
Oreg.,  to  points  on  the  Columbia  RiA^er 372 

Table  126. — Freight  rates  for  transportation  of  articles  (Western 
Classification)  Ada  rail  and  via  river  from  Portland, 
Oreg.,  to  points  on  Willamette  and  Yamhill  rivers.       373 

Table  127. — Freight  rates  charged  for  the  transportation  of  articles 
(Western  Classification)  via  rail  and  via  water  from 
San  Francisco  to  points  on  San  Francisco  Bay  and 
tributary  rivers,  and  to  interior  California  points. .       374 

9.  Railroad  control  of  river  traffic  and  private  canals 375 

River  lines 375 

Private  canals 375 

10.  Relationsbetweenwaterwaysandrailway trafficinEurope  (J. C. Welliver)      377 
Introductory 377 

General  conditions 377 

Early  canal  era  ended  by  railway  development 378 

Revival  of  interest  in  waterways 379 

Tardy  waterway  revival  in  Great  Britain 380 

Situation  in  the  United  States  compared 381 


CONTENTS  9 

Appendix — Continued  Page 

10.  Relations  between  waterways  and  railway  traffic  in  Europe — Cont'd. 
Introductory — Continued 

Error  of  the  British  iron  makers 381 

Why  waterways  must  be  protected  from  unbridled  railway  com- 
petition   383 

Cooperation  of  the  two  systems 387 

If  the  Ohio  had  been  a  German  river 388 

The  Belgian  waterways  system 389 

.    Belgium's  important  rivers 390 

Eastern  division  of  waterway  system 391 

The  western  division 391 

Immense  growth  of  water  tonnage 393 

Recent  improvement  of  water  highways 394 

Bringing  the  sea  to  the  cities 395 

Digging  out  inland  harbors 396 

Comparison  of  water  and  rail  rates 396 

Waterways  relation  to  foreign  trade 398 

Rails  and  water  cooperate  rather  than  compete 399 

Tolls  are  insignificant 400 

An  official  Belgian  view 401 

The  German  waterways  system 402 

The  German  river  system 403 

The  waterways  programme  of  1905 404 

Cooperation  of  state  with  local  divisions 405 

Growth  of  the  waterways  traffic 406 

Berlin-Hamburg  water  route 408 

Water  and  rail  rates 410 

Interference  of  cold  and  drought 410 

The  Tetlow  cut-off  canal 411 

Getting  freight  to  the  canals 412 

The  Kaiser  Wilhelm  Canal 413 

The  French  waterways  system 413 

Railway  rates  are  higher 414 

French  waterways  revival 415 

Different  methods  of  improving  rivers 416 

The  Canal  de  I'Est 416 

Present  programme  of  improvements 417 

Canal  traffic  grows,  as  does  also  rail  traffic 418 

Competitive  methods  of  railways 418 

The  port  of  Nantes 419 

The  inland  waterways  of  Austria- Hungary 420 

The  Danube  and  the  Mississippi  compared 421 

Works  at  the  ' '  Iron  Gates' ' 422 

Development  of  traffic 423 

The  waterways  of  Holland 423 

Railroads  renewed  prosperity 423 

Troubles  of  Dutch  railways 424 

Rail  and  water  rates 425 

The  British  waterways — a  contrast 426 

Early  British  canal  era 426 

Inferiority  of  English  canals 427 

Powers  of  the  board  of  trade 427 

Control  of  canals  by  railways ^ 428 

Rail  rates  higher  than  water  rates 429 

Waterways  must  be  emancipated  and  protected 430 

Sample  results  of  railway  control 430 

Water  routes  help  railways 431 

York's  experience  as  an  illustration 432 

The  waterway  trust  proposals 432 

Railways  and  the  Manchester  Canal 433 

High  rates  of  English  railways 434 

Erie  Canal  as  an  argument  in  England 435 

Waterway  movement  gains  ground 435 

11.  Effects  of  the  purity  of  industrial  water  supplies  on  their  use  (R.  B. 

Dole) 436 

Boiler  water 438 

Water  in  paper  making 442 

31673— S.  Doc.  325,  60-l 2 


10  REPORT   OF    THE   INLAND    WATERWAYS    COMMISSION 

Appendix — Continued  Page 

11.  Effects  of  the  purity  of  industrial  water  supplies  on  their  use — Con. 

Other  industries 442 

Domestic  water  supplies 443 

Effects  of  impurity  on  domestic  supplies 443 

12.  Applications  of  water  power  ( W.  E.  Herring) 447 

13.  Relation  of  water  conservation  to  flood  prevention  and  navigation  in 

Ohio  River  (M.  O.  Leighton) 451 

Introduction 451 

Reservoir  facilities  in  the  Ohio  basin 457 

Allegheny  basin 457 

Monongahela  basin 458 

Kanawha  River 460 

Little  Kanawha  and  Big  Sandy  rivers 462 

Kentucky,  Licking,  Scioto,  and  Great  Miami  river  basins 464 

Cumberl^ind  River 464 

Tennessee  River 464 

Smaller  tributaries  of  Ohio  River 467 

Floods  on  the  Ohio 467 

Conclusions  concerning  flood  abatement 482 

Effect  of  storage  on  navigation 482 

Cost  of  the  reservoir  system 487 

Water  power 490 

14.  Fuels  and  structural  materials  in  relation  to  inland  water  transporta- 

tion (Joseph  A.  Holmes) 491 

Letter  of  transmittal 491 

The  inquiry 491 

Similar  inquiries  from  other  branches  of  the  Government  service 492 

Structural  materials  for  river  and  harbor  work 493 

Character  and  distribution  of  materials  available  for  concrete  con- 
struction adjacent  to  waterways _. 495 

The  purpose  and  plan  of  pending  investigations  of  these  materials. . .  497 

Use  of  concrete  in  waterway  improvement 497 

Fuels  and  cheap  power  as  influencing  inland  water  transportation 499 

Steam    engines    versus   internal-combustion    engines    and    water 

transportation 500 

Availability  of  the  internal-combustion  engine 502 

Coal  supplies  available  for  inland  water  transportation 503 

15.  General  relations  of  forests  and  streams  (Raphael  Zon) 505 

Influence  on  atmospheric  precipitation 505 

Influence  on  the  evaporation  of  water  from  the  soil 505 

Influence  on  leaf  transpiration 507 

Influence  on  the  behavior  of  the  residue 509 

Summary 512 

16.  Special  relations  of  forests  to  rivers  in  the  United  States  (W.  W.  Ashe) . .  514 

Physical  relations 514 

River  system  of  the  northeastern  States 515 

River  system  of  the  middle  Atlantic  coast 518 

River  system  of  the  southern  Appalachians 520 

Rivers  of  the  eastern  slopes  of  the  Rocky  Mountains 524 

Streams  of  the  Sacramento  basin 528 

Columbia  River 530 

Sanitary  relation  between  forests  and  streams 532 

Relation  of  forests  to  engineering  means  of  river  control 533 

17.  The  Gallatin  report 535 

Roads  and  canals 536 

Great  canals  along  the  Atlantic  seacoast 538 

I.  Massachusetts  Canal 539 

II.  New  Jersey  Canal 540 

III.  Delaware  and  Chesapeake  Canal 541 

IV.  Chesapeake  and  Albemarle 542 

Communications  between  the  Atlantic  and  Western  waters 544 

I.  Santee 548 

II.  The  Lower  or  Great  Falls  of  Roanoke 549 

III.  James  River 549 

IV.  Potomac 550 

V.  Susquehannah 552 

VI.  Ohio 553 


CONTENTS  11 

Appendix — Continued  Page 

17.  The  Gallatin  report — Continued 
Roads  and  canals — Continued 

Communications  between  the  Atlantic  rivers  and  the  River  St. 

Lawrence  and  Great  Lakes 555 

I.  Hudson  and  Champlain,  or  northern  navigation 556 

II.  Mohawk  and  Ontario,  or  western  navigation 557 

III.  Niagara 559 

Interior  canals 561 

I.  Merrimack 561 

II.  Schuylkill  and  Delaware 562 

III.  Schuylkill  and  Susquehannah 562 

IV.  Appomattox 563 

V.  Neuse  and  Beaufort 563 

VI.  Cape  Fear  River 563 

VII.  New  Orleans 564 

Turnpike  or  artificial  roads 564 

Recapitulation  and  resources 570 

Fulton's  reply 575 

18.  Report  of  Windom  select  committee 582 

Summary  of  conclusions  and  recommendations 583 

The  Mississippi  route 586 

The  northern  route 586 

The  central  route 587 

The  southern  route 587 

National  character  of  the  proposed  improvements 588 

Benefits  anticipated  from  the  northern  route 589 

Benefits  anticipated  from  the  central  route 590 

Benefits  anticipated  from  the  southern  route 591 

Benefits  anticipated  from  the  Mississippi  route 591 

19.  Statutes  relating  to  water  power  (Alexander  MacKenzie,  Brig.  Gen., 

U.  S.  A.,  Chief  of  Engineers) 597 

Additional  legislation 694 

Index 697 


A.  Map  of  navigable  rivers  in  the  United  States  (from  Eleventh  Census)...  (Pocket) 

B.  Map  of  canals  and  other  navigable  inland  waterways  in  the    United    States 

(prepared  in  the  Bureau  of  Corporations) (Pocket) 

1.  Freight  rates  from  St.  Louis  via  rail  and  via  river  to  Mississippi  and  Mis- 

souri river  points  and  via  all  rail  to  interior  points 337 

2.  Freight    rates    from    Chicago,    St.  Louis,    Louisville,  Cincinnati,  and 

Memphis  to  Mississippi  River  points  and  southern  interior  points 347 

3.  Freight  rates  from  St.  Louis  to  points  on  the  Mississippi  and  Ohio  rivers 

and  interior  points 348 

4.  Freight  rates  from  Memphis  to  lower  Mississippi  points  and  interior 

points 349 

5.  Freight  rates  from  New  Orleans  to  lower  Mississippi  points  and  interior 

points 352 

6.  Freight  rates  on  coal  from  Kanawha  district  to  Ohio  River  points  and 

interior  Kentuckj^  points 352 

7.  Freight  rates  from  Seattle,  Wash.,  and  Portland,  Oreg 370 

8.  Freight  rates  from  San  Francisco  to  California  points 374 

9.  Freight  rates  from  Portland  via  rail  and  river  to  points  in  Oregon  and 

Washington 374 

C.  Map  showing  the  system  of  internal  improvements  recommended  by  the 

Windom  committee 582 

DIAGRAMS 

1.  Commerce  through  the  St.  Marys  Falls  Canals,  1881  to  1906 169 

2.  Traffic  on  New  York  canals,  1837  to  1905 219 

3.  Total  movement  of  flour,  meal,  and  grain  on  all  the  New  York  canals  from 

1861  to  1905 234 

4.  Average  freight  rates  on  wheat  from  Chicago  to  New  York,  1869  to  1905 238 


CONSPECTUS 


Page 

Creation  of  the  Commission 15 

Proceedings 17 

Results 18 

Findings 18 

1.  Navigation  (Recommendations      A-I:  Inquiries  in  progress  I,  II). .  18 

2.  Railway  congestion       "                 C,  D     19 

3.  Waterway  restoration    ' '            A,  H,  I    19 

4.  Railway  competition    '"                C,  D    19 

5.  Railways:  Waterways  "             C-E,  I    19 

6.  Commercial  data           "                     E    20 

7.  Purification                •     "           A,  H,  I    20 

8.  Regimentation               "            A,  F-I    20 

9.  Erosion                           "            A,  F-I    21 

10.  Cultivation                     "            A,  G-I    21 

11.  -Fluctuation                    "            A,  F-I    21 

12.  Irrigation                        "            A,  F-I    21 

13.  Power                              "            A,  F-I    21 

14.  Reclamation                   "            A,  F-I    22 

15.  Coordination                   "             A,  F-I:  Inquiries  in  progress        11..  22 

16.  Cooperation                    "                 H,  I            "                   "           III..  23 

17.  Relief  of  congestion      "                 H,  I            "                   '•              I..  23 

18.  Benefits                          "               B,  G            "                   '•        I,  II..  23 

19.  Adaptation                     "                H,  I    23 

20.  Physical  data                 "                     F    24 

21.  Distribution                    "                 B,  I:  Inquiries  in  progress  I,  II..  24 

22.  Administration              "           B,  H,  I            "                   '•        I,  II..  24 

23.  Conservation                  "                     Gr            "                   "               I..  24 

24.  Regulation                     "                 G,  I            "                   "              I..  24 
Recommendations 25 

A.  Coordination                    (Findings  1-24:  Inquiries  in  progress  I) 25 

B.  Distribution                            "            21              "                   '■       I,  II..  25 

C.  Correlation                               ' '          1-5    25 

D.  Railways:  Waterways           "             5    26 

E.  Commercial  data                     "              6    26 

F.  Physical  data                          "            20    26 

G.  Conserv'ation  and  regulation  "      23,24    Inquiries  in  progress  I,   II..  26 
H.  Relief  of  congestion        "      1-5,17,22         "   "                   "           III..  26 

I.  Legislation                       "                1-24:  Recommendation  A-H 26 

Inquiries  in  progress 27 

I.  Conservation              (Findings          23    Recommendation  G) 27 

II.  Coordination                      "     15,21,22                     "                     A,  I..  28 

III.  Cooperation                       "           16,21                     "                          I..  29 

IV.  Continuation 30 

V.  Qualification 30 

Supplementary  Report  of  Commissioner  General  Alexander  Mackenzie 30 

Supplementary  Report  of  Commissioner  Senator  Francis  G.  Newlands 31 

Appendix 33 

13 


> 


PRELIMINARY  REPORT 


Washington,  D.  C,  February  3,  1908. 
The  President. 

Sir:  Your  attention  is  respectfully  invited  to  the  fol- 
lowing   Preliminary   Report  of    the    Inland  Waterways 
Commission : 

CREATION  or  THE  COMMISSION 

The  Inland  Waterways  Commission  was  created  by  the 
President  of  the  United  States  through  the  following 
instrument : 

The  White  House, 
Washington,  March  14,  1907. 
My  Dear  Sir:  Numerous  commercial  organizations  of  the  Mississippi 
Valley  have  presented  petitions  asking  that  I  appoint  a  commission 
to  prepare  and  report  a  comprehensive  plan  for  the  improvement  and 
control  of  the  river  systems  of  the  United  States.     I  have  decided  to    Demand    of 
comply  with  these  requests  by  appointing  an  Inland  Waterways  Com-  people, 
mission,  and  I  have  asked  the  following  gentlemen  to  act  upon  it.     I 
shall  be  much  gratified  if  you  will  consent  to  serve: 

Hon.  Theo.  E.  Burton,  chairman. 

Senator  Francis  G.  Newlauds. 

Senator  William  Warner. 

Hon.  John  H.  Bankhead. 

General  Alexander  Mackenzie. 

Mr.  W.J.McGee. 

Mr.  F.  H.  Newell. 

Mr.  Gifford  Pinchot. 

Hon.  Herbert  Knox  Smith, 
In  creating  this  Commission  I  am  influenced  by  broad  considerations    Policy, 
of  national  policy.     The  control  of  our  navigable  waterways  lies  with 
the  Federal  Government,  and  carries  with  it  corresponding  responsi- 
bilities and  obligations.     The  energy  of  our  people  has  hitherto  been 
largely  directed  toward  industrial  development  connected  with  field 
and  forest  and  with  coal  and  iron,  and  some  of  these  sources  of  material 
and  power  are  already  largely  depleted,  while  our  inland  waterways 
as  a  whole  have  thus  far  received  scant  attention.     It  is  becoming  clear 
that  our  streams  should  be  considered  and  conserved  as  great  natural 
resources.     Works  designed  to  control  our  waterways  have  thus  far    streams  as  re- 
usually  been  undertaken  for  a  single  purpose,  such  as  the  improvement  sources.o 
of  navigation,  the  development  oi  power,  the  irrigation  of  arid  lands,  the    ^'  ^^'  ^^"  °'  ^' 
protection  of  lowlands  from  floods,  or  to  supply  water  for  domestic  and 
manufacturing  purposes.     WTiile  the  rights  of  the  people  to  these  and     Rights  of  peo- 
similar  uses  of  water  must  be  respected,  the  time  has  come  for  merging  pie. 
local  projects  and  uses  of  the  inland  waters  in  a  comprehensive  plan      21:b:I,  ll. 
designed  for  the  benefit  of  the  entire  country.     Such  a  plan  should  con- 
sider and  include  all  the  uses  to  which  streams  maybe  put,  and  should 
bring  together  and  coordinate  the  points  of  view  of  all  users  of  water,     coordination. 
The  task  involved  in  the  full  and  orderly  development  and  control  of   15:a,c,d:II. 
the  river  systems  of  theUnited  States  is  a  great  one,  yet  it  is  certainly         2^"^.  n. 

a  Marginal  figures  and  letters  refer  to  paragraphs  as  follows:  Arabic 
numerals  to  Findings,  black  letters  to  Recommendations,  and  Roman 
numerals  to  Inquiries  in  Progress. 

15 


16 


REPORT   OF   THE   INLAND   WATERWAYS    COMMISSION 


Railway    Coa 
gestion. 
2-5,  17:  C,  D,  H 


Navigation. 
1:  A:  I. 


Evils  to  be  met 


Erosion. 
9:  A,  I. 


Floods. 
8,  10-12:  A,  I. 

Power. 
13,  24:  A,  1. 

Artifleializa 
tion. 

15,22:1:  H 

Conservation. 
23  :  G  :  I. 


Cooperation. 
21  :  I  :  III. 


Extension. 
1  :  A  :  II. 


Recomnienda 
tions. 

A-I, 


not  too  great  for  us  to  approach.  The  results  which  it  seems  to  promise 
are  even  greater. 

It  IS  common  knowledge  that  the  railroads  of  the  United  States  are  no 
longer  able  to  move  crops  and  manufactures  rapidly  enough  to  secure 
the  prompt  transaction  of  the  business  of  the  Nation,  and  there  is  small 
prospect  of  immediate  relief.  Representative  railroad  men  point  out 
that  the  products  of  the  northern  interior  States  have  doubled  in  ten 
years,  while  the  railroad  facilities  have  increased  but  one-eighth,  and 
there  is  reason  to  doubt  whether  any  development  of  the  railroads  pos- 
sible in  the  near  future  will  suffice  to  keep  transportation  abreast  of  pro- 
duction. There  appears  to  be  but  one  complete  remedy — the  develop- 
ment of  a  complementary  system  of  transportation  by  water.  The 
present  congestion  affects  chiefly  the  people  of  the  Mississippi  Valley, 
and  they  demand  relief.  WTien  the  congestion  of  which  they  complain 
is  relieved,  the  whole  Nation  will  share  the  good  results. 

While  rivers  are  natural  resources  of  the  first  rank,  they  are  also  liable 
to  become  destructive  agencies,  endangering  life  and  property;  and 
some  of  our  most  notable  engineering  enterprises  have  grown  out  of 
effort  to  control  them.     It  was  computed  by  Generals  Humphreys  and 

.Abbott  half  a  century  ago  that  the  Mississippi  alone  sweeps  into  its 
lower  reaches  and  the  Gulf  400,000,000  tons  of  floating  sediment  each 
year  (about  twice  the  amount  of  material  to  be  excavated  in  opening 
the  Panama  Canal),  besides  an  enormous  but  unmeasured  amount  of 
earth-salts  and  soil-matter  carried  in  solution.  This  vast  load  not  only 
causes  its  channels  to  clog  and  flood  the  lowlands  of  the  lower  river,  but 
renders  the  flow  capricious  and  difficult  to  control.  Furthermore,  the 
greater  part  of  the  sediment  and  soil-matter  is  composed  of  the  most 
fertile  material  of  the  fields  and  pastures  drained  by  the  smaller  and 
larger  tributaries.  Any  plan  for  utilizing  our  inland  waterways  should 
consider  floods  and  their  control  by  forests  and  other  means;  the  pro- 
tection of  bottom-lands  from  injury  by  overflow,  and  up-lands  from  loss 
by  soil-wash;  the  physics  of  sediment-charged  waters  and  the  physical 
or  other  ways  of  purifying  them;  the  construction  of  dams  and  locks, 
not  only  to  facilitate  navigation  but  to  control  the  character  and  move- 

-  ment  of  the  waters ;  and  should  look  to  the  full  use  and  control  of  our 
running  waters  and  the  complete  artificialization  of  our  waterways  for 
the  benefit  of  our  people  as  a  whole. 

It  is  not  possible  to  properly  frame  so  large  a  plan  as  this  for  the  con- 
trol of  our  rivers  without  taking  account  of  the  orderly  development 
of  other  natural  resources.  Therefore.  I  ask  that  the  Inland  Water- 
ways Commission  shall  consider  the  relations  of  the  streams  to  the  use 
of  all  the  great  permanent  natural  resources  and  their  conservation  for 
the  making  and  maintenance  of  prosperous  homes. 

Any  plan  for  utilizing  our  inland  waterways,  to  be  feasible,  should 
recognize  the  means  for  executing  it  ahead y  in  existence,  both  in  the 
Federal  Departments  of  War,  Interior.  Agi-iculture,  and  Commerce 
and  Labor,  and  in  the  States  and  their  subdivisions;  and  it  must  not 
involve  undulj^  burdensome  expenditures  from  the  National  Treasury. 
The  cost  will  necessarily  be  large  in  proportion  to  the  magnitude  of  the 
benefits  to  l^e  confen-ed,  but  it  will  be  small  in  comparison  with  the 
$17,000,000,000  of  capital  now  invested  in  steam  railways  in  the  United 
States — an  amount  that  would  have  seemed  enormous  and  incredible 
half  a  century  ago.  Yet  the  investment  has  been  a  constant  source  of 
profit  to  the  people,  and  without  it  our  industrial  progress  would  have 
been  impossible. 

The  questions  which  will  come  before  the  Inland  Waterways  Com- 
mission must  necessarily  relate  to  every  part  of  the  United  States  and 
affect  every  interest  within  its  borders.  Its  plans  should  l)e  considered 
in  the  light  of  the  widest  knowledge  of  the  country  and  its  j^eople,  and 
from  the  most  diverse  points  of  view.  Accordingly,  when  its  work  is 
sufficiently  advanced,  1  shall  add  to  the  Commission  certain  consulting 

-members,  with  whom  I  shall  ask  that  its  recommendations  shall  be 
fully  discussed  before  they  are  submitted  to  me.     The  reports  of  the 
Commission  should  include  both  a  general  statement  of  the  problem 
and  recommendations  as  to  the  manner  and  means  of  attacking  it. 
Sincerely  yours, 

Theodore  Roosevelt. 


PRELIMINARY   REPORT  17 

PROCEEDINGS 

After  conference  and  correspondence  between  the  chair- 
man and  other  Commissioners,  a  meeting  for  organiza- 
tion was  held  in  the  United  States  Capitol  beginning 
April  29  and  ending  May  3.  A  second  meeting  and  in- 
spection trip  on  the  Mississippi  from  St.  Louis  to  the 
Passes  took  place  May  13  to  May  23.  A  third  meeting 
and  inspection  trip,  first  on  the  Great  Lakes  from  Cleve- 
land to  Duluth,  next  on  the  Mississippi  from  St.  Paul  to 
Memphis,  and  then  on  the  Missouri  from  Kansas  City  to 
St.  Louis,  took  place  September  21  to  October  13.  A 
fourth  meeting  was  held  m  the  United  States  Capitol  be- 
ginning on  November  25,  1907,  for  the  purpose  of  pre- 
paring a  preliminary  report;  it  ended  February  3,  1908. 

At  the  first  session  of  the  meeting  for  organization  (on 
April  29),  the  Commission  expressed  concurrence  in  the 
designation  by  the  President  of  Mr.  Burton  as  chairman; 
and  by  viva  voce  votes  Senator  Newlands  and  Mr.  McGee 
were  elected  vice-chairman  and  secretary,  respectively. 

During  the  organization  and  two  inspecting  meetings, 
30  formal  sessions  were  held  in  addition  to  informal  meet- 
ings and  conferences.  At  several  of  these  sessions  the  en- 
tire Commission  were  present;  at  no  session  were  there 
fewer  than  five  Commissioners;  the  average  attendance 
was  over  7.  During  the  meeting  for  the  preparation  of 
this  report  there  were  27  sessions,  with  an  average  attend- 
ance of  7. 

WliOe  provision  was  not  made  for  formal  hearings, 
experts  on  matters  entrusted  to  the  Commission  were  pres- 
ent by  invitation  at  24  sessions;  of  these  experts  there 
were  24  (of  whom  several  attended  two  or  more  sessions), 
a  majority  being  now  or  formerly  attaches  of  the  Corps  of 
Engineers,  United  States  Army. 

In  addition  to  the  formal  sessions,  the  Commissioners 
devoted  much  time  to  the  consideration  of  the  waterways 
and  related  matters;  two  or  three  Commissioners  jointly 
inspected  the  upper  Missouri,  the  Columbia  and  Snake, 
the  Sacramento  and  San  Joaquin,  and  their  leading  tribu- 
taries ;  several  employed  agencies  under  their  direction  in 
collating  and  digesting  data  relating  to  canals,  water 
transportation,  etc. ;  and  most  of  the  Commissioners  at- 
tended conventions  and  other  meetings  connected  with 
the  development  of  waterways  and  related  interests. 

A  journal  was  kept,  including  brief  minutes  of  the  ses- 
sions and  itineraries  of  inspection  trips,  with  stenographic 
reports  of  the  statements  and  deliberations  of  the  second 
and  third  meetings;  and  in  addition  correspondence  was 
conducted  and  a  number  of  useful  manuscript  and 
printed  statements  were  brought  together  and  used  in  the 
deliberations  of  the  Commission. 

At  the  eighteenth  session  a  special  committee  of  one 
was  appointed  to  prepare  a  list  of  statutes,  etc.,  relating 


18  EEPORT    OF    THE   INLAND    WATERWAYS   COMMISSION 

to  water  power."  Pursuant  to  action  at  the  twenty-third 
session  (the  President  of  the  United  States  presiding)  a 
letter  requesting  a  conference  on  the  conservation  of 
natural  resources  was  framed  and  presented  to  the  Presi- 
dent on  October  4 ;  and  at  the  twenty-fifth  session  a  com- 
mittee of  three  was  appointed  to  communicate  further 
with  the  President  on  this  matter,  and  also  to  prepare,  a 
preliminary  draft  of  report.  The  former  committee  pre- 
pared an  exhaustive  digest  of  statutes,  and  the  latter 
held  a  number  of  sessions ;  both  committees  reported  at 
the  fourth  meeting. 

RESULTS 

The  investigations  and  discussions  have  resulted  in 
certain  statements  of  fact  connected  with  navigation  and 
other  uses  of  the  inland  waterways  set  forth  hereinafter 
as  Findings,  with  certain  conclusions  set  forth  as  Recom- 
mendations, and  also  certain  matters  still  under  discus- 
sion which  are  set  forth  as  Inquiries  in  progress. 

The  Commission  is  fully  aware  that  its  creation  was  due 
to  a  demand  of  the  people,  and  that  there  exists  an  expec- 
tation in  certain  localities  that  the  report  here  presented 
will  include  plans  extending  in  detail  to  the  principal 
waterways  of  the  country.  To  prepare  and  consider 
such  plans  would  require  extended  study  at  large  expense 
by  engineers  and  other  experts  whose  services  were  not 
available.  Under  the  instructions  from  the  President, 
and  in  the  absence  of  funds  and  of  the  men  and  time 
required  for  such  study,  the  Commission  was  necessarily 
confined  in  preparing  this  preliminary  report  to  the  more 
general  features  of  ''a  comprehensive  plan  designed  for 
the  benefit  of  the  entire  country,"  viz,  a  statement  of 
principles  and  an  outline  of  policy,  coupled  with  recom- 
mendations which,  if  adopted,  will  insure  the  continuation 
of  the  work  and  the  practical  application  of  the  principles 
and  policy. 

FINDINGS  * 

Navigation.  i  r^Yie  possibilities  of  inland  navigation  are  indicated 
by  the  fact  that  there  are  in  mainland  United  States 
some  25,000  miles  of  navigated  rivers  and  at  least  an 
equal  amount  which  are  navigable  or  might  be  made  so 
by  improvement;  there  are  also  some  2,500  miles  of  nav- 
igable canals,  and  over  2,500  miles  of  sounds,  bays,  and 
bayous  readily  connectable  by  canals  aggregating  less 
than  1,000  miles  in  length  to  form  inner  passages  parallel- 
ing the  Atlantic  and  Gulf  coasts — these  being  addi- 
A-i:i,  II.  tional  to  some  thousands  of  miles  (reckoned  between 
leading  ports)  of  regularly  navigated  waters  in  lakes  and 

o  The  statutes  brought  together  by  the  special  committee  form  part 
of  the  Appendix,  pp.  593  et  seq. 

*  Details  appear  in  the  appended  statistical  and  other  papers.  Mar- 
ginal letters  and  figures  refer  to  paragraphs  in  Recommendations 
(black  letters)  and  Inquiries  in  Progress  (Roman  numerals)  respect- 
ively. 


PRELIMINARY    REPORT  19 

land-locked  bays.  These  waterways  lie  in  or  along  the 
borders  of  Alabama,  Arkansas,  California,  Connecticut, 
Delaware,  Florida,  Georgia,  Idaho,  Illinois,  Indiana,  Iowa, 
Kansas,  Kentucky,  Louisiana,  Maine,  Maryland,  Massa- 
chusetts, Michigan,  IVIinnesota,  Mississippi,  Missouri,  Mon- 
tana, Nebraska,  New  Hampshire,  New  Jersey,  New  York, 
North  Carolina,  North  Dakota,  Oliio,  Oklahoma,  Oregon, 
Pennsylvania,  Rhode  Island,  St)uth  Carolina,  South  Da- 
kota, Tennessee,  Texas,  Vermont,  Virginia,  Wasliington, 
West  Virginia,  and  Wisconsin,  i.  e.,  42  States;  wliile  the 
development  of  rivers  for  irrigation,  j)ower,  and  other  pur- 
poses will  also  render  navigable  certain  waterways  in  Ari- 
zona, Colorado,  Nevada,  New  Mexico,  Utah,  and 
Wyoming.  Although  it  is  not  probable  that  any  con- 
siderable share  of  this  vast  mileage  of  navigable  water- 
ways will  be  improved  to  a  high  standard  of  efficiency  at 
least  at  an  early  date,  yet  the  assured  growth  of  the  coun- 
try and  the  capacity  of  these  waters  not  only  for  naviga- 
tion but  for  other  uses  render  imperative  the  necessity 
for  their  control  and  utilization  as  an  asset  of  almost 
unlimited  value.  It  is  desirable  that  these  waterways,  of 
which  portions  have  been  surveyed  or  improved  for  pur- 
poses of  navigation,  should  be  further  investigated  with  a 
view  to  the  systematic  development  of  interstate  com- 
merce in  coordination  with  all  other  uses  of  the  waters 
and  benefits  to  be  derived  from  them. 

2.  While  the  railways  of  mainland  United  States  have    Railway  con- 
been  notably  efficient  in  extending  and  promoting  the  ^^^  "^"' 
production  and  commerce  of  the  country,  it  is  clear  that 

at  seasons  recurring  Avith  increasing  frequency  they  are         °'  "■ 
unable  to  keep  pace  with  production  or  to  meet  the  re- 
quirements of  transportation. 

3.  Wliile  navigation  of  the  inland  waterways  declined    waterway  res- 
with  the  increase  in  rail  transportation  during  the  later 

decades  of  the  past  century,  it  has  become  clear  that  the 
time  is  at  hantl  for  restoring  and  developing  such  inland  »  h  i 
navigation  and  water  transportation  as  upon  expert  ex- 
amination may  appear  to  confer  a  benefit  commensurate 
with  the  cost,  to  be  utilized  both  independently  and  as  a 
necessary  adjunct  to  rail  transportation. 

4.  Wliile  the  decline  of  navigation  in  the  inland  water-    Railway  com- 
ways  was  largely  due  to  the  natural  growth  and  legiti- ^'"^'*^'°"" 
mate  competition  attending  railway  extension,  it  is  also 

clear  that  railway  interests  have  been  successfully  directed 
against  the  normal  maintenance  and  development  of  °'  ^• 
water  traffic  by  control  of  water-fronts  and  terminals,  by 
acquisition  or  control  of  competing  canals  and  vessels,  by 
discriminating  tarifl's,  by  rebates,  by  adverse  placement 
of  tracks  and  structures,  and  by  other  means. 

5.  Any  complete  or  practically  successful  plan  for  the    Railways: 
general  improvement  of  waterways  must  eventually  pro-    '^^^''^'^y^- 
vide  for  satisfactory  adjustment  of  the  relation  of  rail 

lines  to  such  waterways.  Since  present  and  prospective 
railways  reach  all  parts  of  the  country  wliile  navigable 


20  REPORT    OF   THE   INLAND   WATERWAYS   COMMISSION 

waterways  are  confined  to  certain  natural  lines,  it  is  clear 
c-E,  I.  that  railways  can  so  control  transportation  as  to  leave  the 
waterways  insufficient  trailic  to  support  the  requisite  ves- 
sels and  terminals.  The  railways  have  accordingly,  save 
in  certain  exceptional  cases,  substantially  absorbed  the 
traffic  of  the  country,  and  unless  the  present  unrestricted 
and  short-sighted  competition  between  the  two  systems 
is  intelligently  adjusted  they  will  continue  to  do  so.  So 
large  a  portion  of  railway  traffic  is  free  from  water  compe- 
tition that  railways  can  readily  afford  to  so  reduce  rates 
on  those  portions  affected  by  such  competition  as  to  de- 
stroy the  profits  of  the  water  lines  without  appreciably 
affecting  the  profits  of  the  rail  systems  which  recoup  these 
reductions  by  higher  rates  elsewhere.  This  has  been  the 
case  with  most  of  the  great  inland  waterways,  excepting 
the  Great  Lakes  where  the  conditions  of  water  and  traffic 
approach  those  of  open  seas.  In  spite  of  the  great  in- 
crease of  traffic  and  the  continued  improvement  of  water- 
ways, the  total  river  traffic  of  the  country  has  steadily 
decreased  both  proportionately  and  absolutely,  with  the 
result  that  few  rivers  are  used  to  anything  approaching 
their  full  capacity.  It  will  not  relieve  traffic  congestion 
to  improve  our  waterways  unless  the  improved  water- 
ways are  used;  hence  it  is  ob^aous  that  relief  from  the 
existing  congestion  by  waterway  improvement  can  be 
made  permanently  effective  only  through  such  coordina- 
tion of  rail  and  water  facilities  as  will  insure  harmonious 
cooperation  rather  than  injurious  opposition. 

commcrciiii  Q,  Existing  data  as  to  the  nature  and  amount  of  the  in- 
ternal commerce  of  the  country  are  extremely  meager  and 
incomplete.  Such  information  is  essential  to  the  intelli- 
gent treatment  of  the  inland  waterways,  and  it  is  desir- 
able that  means  be  employed  to  obtain  it. 

Purification.  7  Improvements  of  navigation  in  inland  waterways  in 
the  main  aftect  favorably  the  purity  of  the  waters  and  the 
regularity  of  the  supply,  and  these  objects  should  be  care- 
fully kept  in  mind.  The  increasing  pollution  of  streams 
A,  H-i.  by  soil  wash  and  other  waste  substances  connected  with  a 
growing  population  reduces  the  value  of  the  water  for 
manufacturing  purposes,  and  renders  the  water  supply 
for  communities  injurious  to  and  often  destructive  of 
human  life.  The  prevention  of  these  evils  shoidd  be  con- 
sidered in  any  scheme  of  inland  waterway  improvement, 
tion^^'™'"*'^'  ^-  Engineering  works  designed  to  improve  navigation 
affect  favorably  the  regimen  of  the  streams,  including 
floods  and  low  waters.  The  annual  floods  of  the  United 
States  occasion  loss  of  property  reaching  many  millions 
of  dollars  with  considerable  loss  of  life,  while  the  low 
water  of  late  summer  involves  large  loss  in  diminished 
water  supply,  in  reduced  power,  and  in  the  fouling  of 
streams  with  consequent  disease  and  death.  It  has  been 
claimed  that  in  specific  cases  the  cost  of  works  required 
both  to  control  floods  and  meet  the  needs  of  commerce 
would  be  less  than  the  amount  of  this  loss.  It  is  desir- 
able that  more  detailed  information  be  collected  concern- 


A,  F-I. 


PRELIMINARY   REPORT 


21 


A,   F-  I. 


Cultivation. 


Fluctuation. 


ing  the  effects  of  floods  and  low  waters  and  their  preven- 
tion by  engineering  works  and  other  devices. 

9.  The  annual  soil  wash  in  mainland  United  States  is  Erosion, 
estimated  at  about  1,000,000,000  tons,  of  which  the 
greater  part  is  the  most  valuable  portion  of  the  soil ;  it  is 
carried  into  the  rivers  where  it  pollutes  the  waters, 
necessitates  frequent  and  costly  dredging,  and  reduces 
the  efficiency  of  works  designed  to  facilitate  navigation 
and  afford  protection  from  floods.  The  direct  and  in- 
direct losses  fi'om  this  source  have  not  been  measured, 
but  are  exceedingly  large;  and  it  is  desirable  that  de- 
finite determinations  be  made  with  the  view  of  devising 
means  for  reducing  the  loss  to  the  land  and  preventing 
the  impairment  of  the  streams  for  purposes  of  commerce. 

10.  Both  the  regimen  of  streams  and  the  purity  and 
clarity  of  waters  are  affected  by  forests  and  other  natural 
growth,  and  by  farming,  mining,  and  other  industrial 
operations  over  the  watersheds  m  which  they  gather. 
Millions  of  acres  in  mainland  United  States  have  been 
deforested  unnecessarily,  and  the  floods  and  low  waters 
ascribed  to  this  cause  have  in  some  localities  occasioned 
losses  commensurate  with  the  value  of  the  timber. 
Means  should  be  devised  and  applied  for  coordinating 
forestry,  farming,  mining,  and  related  industries  with  the 
uses  of  streams  for  commerce  and  for  other  purposes. 

11.  The  effect  of  wide  variations  in  the  level  of  navi- 
gable streams  is  to  render  difficult  the  establishment  of 
necessary  terminals  for  the  handling  of  traffic,  and  thus 

to  interfere  seriously  with  the  utilization  of  our  inland       ^  ^  ^ 
waterways.     The  prevention  or  mitigation  of  such  vari- 
ations would  be  most  helpful  to  the  revival  of  river  traffic, 
and  means  to  this  end  should  be  adopted  in  plans  for 
waterway  improvement. 

12.  The  storage  of  flood  waters  combined  ^\dth   the    irrigation. 
diversion  of  streams  to  arid  and  semiarid  lands  for  pur- 
poses of  reclamation  by  irrigation  creates  canals  and  also 

tends  to  clarify  the  waters  and  increase  the  seepage  or 
return  waters  during  times  of  drought.  There  have  al- 
ready been  put  under  irrigation  over  10,000,000  acres  of 
fertile  land,  adding  a  quarter  of  a  million  homes  and  sev- 
eral hundred  million  dollars  of  taxable  wealth;  and  it  is 
estimated  that  by  fully  conserving  the  waters  and  by  '   ' " 

utilizing  the  water  power  developed  in  connection  mth 
storage  and  other  works,  fully  three  times  as  much  land 
can  be  reclaimed  in  the  western  half  of  the  United  States. 
It  is  desirable  to  continue  the  collection  of  data  with  a 
view  to  so  adjusting  irrigation  and  power  development 
w4th  navigation  and  other  uses  of  the  streams  as  to 
secure  the  highest  value  of  the  water  to  the  greatest 
number  of  people. 

13.  Locks  and  certain  other  works  designed  to  improve    Power. 
navigation  commonly  produce  head  and  store  water  in 
such  mamier  as  to  develop  power  available  for  industrial 
purposes,  while  works  designed  to  develop  power  on  navi- 
gable and  source  streams  affect  the  navigation  and  other 


22 


REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 


A.  F-i.  uses  of  river  systems;  and  these  uses  must  necessarily  be 
considered  together.  Information  concerning  water 
power  in  the  several  States  and  sections  is  incomplete,  yet 
it  is  kno^\^l  to  be  a  vast  and  intrinsicalh^  permanent  asset 
which  should  be  utilized  for  the  benefit  of  the  people  of 
the  country,  in  whose  interests  it  should  be  administered 
with  careful  regard  for  present  and  prospective  conditions. 
The  facts  ascertained  m  certain  specific  cases  furnish  a 
basis  for  the  claim  that  the  value  of  the  power  would  pay 
the  cost  of  all  engineering  and  other  works  required  in  such 
cases  to  control  the  streams  for  navigation  and  other  uses. 
In  the  light  of  recent  progress  in  electrical  application,  it 
is  clear  that  over  wdde  areas  the  appropriation  of  water 
power  offers  an  unequaled  opportunity  for  monopolistic 
control  of  industries.  Wherever  water  is  now  or  will 
hereafter  become  the  cliief  source  of  power,  the  monopo- 
lization of  electricity  produced  from  running  streams 
involves  monopoly  of  power  for  the  transportation  of 
freight  and  passengers,  for  manufacturing,  and  for  sup- 
plying light,  heat,  and  other  domestic,  agricultural,  and 
municipal  necessities,  to  such  an  extent  that  unless  regu- 
lated it  will  entail  monopolistic  control  of  the  daily  life 
of  our  people  in  an  unprecedented  degree.  There  is  here 
presented  an  urgent  need  for  prompt  and  vigorous  action 
by  State  and  Federal  governments. 

Reclamation.  14.  Any  Comprehensive  system  of  improvement  of 
inland  waterways  will  necessarily  affect  the  drainage  or 
reclamation  of  swamp  and  overflow  lands,  which  are 
mainly  rich  alluvial  tracts  largely  along  or  near  water- 
ways. The  construction  of  dikes  and  levees  or  bank- 
protective  works  and  the  deepening  of  channels  are  often 
closely  connected  with  means  of  control  both  of  overflow 
and  of  underflow  by  drainage.  It  is  estimated  that  there 
are  77,000,000  acres  of  such  land,  now  unproductive, 
but  which  with  drainage  and  protection  from  overflow 
will  have  an  exceptionally  high  agricultural  value;  if 
divided  into  40-acre  farms  these  lands  will  furnish  homes 
for  some  10,000,000  people. 

Coordination.  ^5  The  coutrol  of  watcrways  on  which  successful 
navigation  depends  is  so  intimately  connected  with  the 
prevention  of  floods  and  low  waters,  and  works  designed 
ror  these  purposes;  with  the  protection  and  reclamation  of 
overflow  lands,  and  works  designed  therefor;  with  the 
safeguarding  of  banks  and  maintenance  of  channels,  and 
works  employed  therein;  with  the  purification  and  clari- 
fication or  water  supply,  and  works  designed  therefor  in 
conjunction  with  interstate  commerce;  with  control  and 
utilization  of  power  developed  in  connection  with  works 

A.  F-i:  II.  for  the  improvement  of  navigation;  with  the  standard- 
izing of  methods  and  facilities  and  the  coordinating  of 
waterway  and  railway  instrumentalities;  and  through- 
out the  larger  area  of  the  country  with  reclamation  by 
irrigation  and  drainage,  and  works  designed  primarily 
for  these  purposes — that  local  and  special  questions  con- 
cerning the  control  of  waterways  should  be  treated  as  a 


PRELIMINARY   REPORT 


23 


Cooperation. 
H,   I:   III. 


Relief  of   con- 
gestion. 


H,  I:  I. 


general  question  of  national  extent,  while  local  or  special 
projects  should  be  considered  as  parts  of  a  comprehen- 
sive policy  of  waterway  control  in  the  interests  of  all  the 
people, 

16.  Governmental  agencies  whose  work  is  related  to  the 
use  and  control  of  streams  are  now  in  existence  in  the  Fed- 
eral Departments  of  War,  Interior,  Agriculture,  and  Com- 
merce and  Labor;  and  it  is  desirable  in  order  to  prevent 
duplication  of  work  and  fimction  and  to  avoid  unnecessary 
delays  in  the  development  of  the  inland  waterways  that 
means  should  be  provided  for  coordinating  all  such 
agencies. 

17.  While  precise  figures  are  not  now  obtainable,  it  is 
safe  to  say  that  the  current  value  of  our  inland  transporta^ 
tion  facilities  (of  wliich  railways  form  all  but  a  small  per- 
centage) exceeds  one-eighth  of  our  national  wealth;  yet 
these  facilities  are  so  far  inadequate  that  production  is 
impaired  and  the  growth  of  the  country  is  retarded. 
While  trustworthy  estimates  can  not  be  made  without 
further  data,  it  is  reasonable  to  anticipate  that  congestion 
of  interstate  commerce  can  be  obviated  in  large  measure 
by  juchcious  improvement  of  waterways  adapted  to  barge 
and  boat  traffic,  at  a  figure  much  less  than  that  estimated 
by  competent  authorities  for  so  increasing  railway  facili- 
ties as  to  meet  present  needs.  It  is  desirable  that  addi- 
tional data  be  obtained  by  requisite  expert  investigation. 

18.  It  is  conservative  to  estimate  that  judicious  im- 
provement of  the  waterways  of  the  country  will  confer 
direct  benefits  through  increased  transportation  facilities 
which  will  exceed  the  cost,  while  the  collateral  benefits 
will  be  at  least  comparable  with  the  gain  to  commerce. 
Under  a  coordinated  plan,  such  collateral  benefits  as  the 
enhanced  value  of  lands  reclaimed  by  irrigation  and 
drainage,  the  value  of  water  power  developed,  the 
increased  values  due  to  the  prevention  of  floods  and  low 
waters,  and  the  great  benefits  of  purified  and  clarified 
water,  will  more  than  balance  the  cost  of  the  works. 

19.  In  a  comprehensive  system  of  waterway  improve-    Adaptation. 
ment  and  control  designed  to  meet  present  and  future 

needs,  the  practicability  of  any  project  will  depend  not 
alone  on  local  and  general  demands  of  commerce,  but 
measural)ly  on  attendant  natural  and  industrial  con- 
ditions, including  nature  of  banks  and  bed,  suitability  of  ■"•  •"•• 
the  ground  as  a  foundation  for  works,  volume  of  water 
and  liability  to  floods  and  low  stages,  configuration  of  the 
watershed  and  its  susceptibihty  to  control  by  judicious 
agriculture  and  forestry  or  by  reservoirs  and  other  means, 
local  and  general  demand  for  pure  water  supply,  amount 
and  value  of  available  water  power  incident  to  the  works, 
proximity  and  cost  of  structural  materials,  relations  to 
existing  and  prospective  projects  on  the  same  and  neigh- 
boring waterways,  and  all  other  physical  and  economic 
factors  entering  into  or  tending  to  counterbalance  the 
cost;  and  the  local  surveys  or  plans  for  any  project 
should  take  account  of  all  such  natural  and  industrial 


Benefits. 


B,  G;  I,  II. 


B,  I;  I,  II. 


B.  H,  I;  I,  II. 


24  REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

conditions  and  be   adapted  to  the  attainment  of  inaxi- 
muni  benefits  at  the  ininimuni  cost. 

Physical  data.  20.  Existing  data  concernino;  the  volume,  regimen,  and 
other  physical  features  of  most  streams  are  meager  and 
imperfect.  Since  plans  for  improving  and  controlling  the 
waterways  and  utilizing  the  waters  must  rest  on  these 
facts,  it  is  desirable  that  means  be  employed  to  extend 
and  perfect  physical  data  relating  to  the  navigable  and 
source  streams  of  the  countrj^ 

Distribution.  21.  The  benefits  of  a  comprehensive  system  of  water- 
way improvement  will  extend  to  all  the  people  in  the 
several  sections  and  States  of  the  country ;  and  the  means 
employed  should  be  devised  so  far  as  possible  to  distribute 
the  cost  equitably  through  cooperation  between  Federal 
agencies.  States,  municipalities,  communities,  corpora- 
tions, and  individuals. 
Administration.  22.  In  Order  to  iuiprovc  the  inland  waterways  for  navi- 
gation and  at  the  same  time  coordinate  the  agencies  and 
means  of  transportation,  develop  the  collateral  benefits 
of  waterway  imiDrovement,  adapt  all  natural  and  indus- 
trial conditions  related  with  waterways  to  the  attain- 
ment of  maximum  benefits  at  the  minimum  cost,  and 
perfect  means  for  distributing  the  cost  equitably  between 
Federal  agencies.  States,  municipalities,  communities, 
corporations,  and  individuals  in  a  prompt  and  efficient 
and  economical  manner,  it  is  desirable  to  maintain  an 
administrative  agency  wdth  large  powers  for  the  investi- 
gation and  elaboration  of  projects  under  suitable  legisla- 
tive regulation. 

Conservation.  23.  The  immediate  use  of  natural  resources  in  the  rapid 
development  of  the  country  are  often  allowed  to  stand  in 
the  way  of  more  beneficient  and  permanent  utilization. 
This  is  especially  true  of  all  resources  connected  with 
running  waters,  the  substantial  value  of  wliich  has  not 
been  adequately  appreciated.  It  is  clearly  practicable, 
without  undue  expense  or  interference  with  current  use, 
G :  I.  to  carry  out  broad  plans  for  the  complete  development 
of  the  resources  of  the  country,  and  thus  assure  to  the 
greatest  number  of  people  the  neatest  good  for  both  the 
present  and  the  future ;  while  if  tliis  is  not  done  the  tem- 
porary or  partial  development  of  these  resources  will 
prevent  their  full  utilization  for  the  general  benefit. 
Steps  should  be  taken  without  delay  to  outline  and 
initiate  the  more  pressing  projects  of  conservation,  and 
to  apply  practically  the  principle  of  conservation  before 
it  is  too  late. 

Regulation  24.  Our  unsurpasscd  natural  wealth  and  the  eagerness 

of  our  people  for  immediate  results  regardless  of  future 
needs  have  led  to  a  policy  of  extravagant  consumption  of 
national  resources  and  to  an  encouragement  of  monopoly, 
whereby  an  excessive  share  of  such  resources  has  been 
diverted  to  the  enrichment  of  the  few  rather  than  pre- 
G.  I :  I.  served  for  the  equitable  benefit  of  the  many.  Monopo- 
listic tendencies  nave  appeared  (a)  in  the  extensive  con- 
trol of  mineral  fuels  on  public  lands,  whereby  large  values 


PRELIMINARY   REPORT 


25 


essential  to  the  development  of  the  country  have  passed 
beyond  public  regulation ;  (6)  in  the  acquisition  and  need- 
less destruction  of  forests,  whose  preservation  is  a  public 
necessity  for  stream  control,  for  timber  supply,  and  for 
other  purposes;  (c)  in  the  acquisition  of  controlling  sites 
on  waterways  and  the  appropriation  of  valuable  water- 
powers  with  their  segregatfon  from  public  use  without 
adequate  compensation,  whereby  indispensable  utilities 
escape  public  regulation  in  the  interests  of  the  people; 
(d)  in  the  segregation  of  lands,  especially  in  the  semi  arid 
regions,  wherel3y  development  is  retarded  so  that  the 
lands  remain  without  benefit  to  commerce  or  advantage 
to  the  growth  of  the  country;  (e)  in  the  control  of  prod- 
ucts and  of  transportation  to  disturb  the  normal  values 
and  natural  channels  of  trade,  thereby  imposing  undue 
burdens  on  producers  and  consumers;  and  (/)  in  various 
interferences  with  the  production  and  commerce  of  the 
country,  whereby  prosperity  is  curtailed  and  progress 
impeded.  While  such  monopolistic  tendencies  have  been 
conspicuous  in  connection  with  the  agencies  of  transporta- 
tion, they  are  now  in  many  cases  opposing  the  best  utili- 
zation of  streams  by  diverting  their  control  from  State 
and  Federal  jurisdiction  in  the  public  interests  to  personal 
and  corporate  means  of  excessive  and  burdensome  profit. 
Since  transportation  is  a  primary  factor  in  the  existence 
and  development  of  any  people,  and  is  increasingly  impor- 
tant with  the  growth  of  population,  it  is  essential  that  its 
means  should  be  regulated  in  the  public  interests;  and 
an^  plans  for  relieving  congestion  of  transportation  in  the 
United  States  should  be  so  framed  as  to  employ  all  proper 
State,  Federal,  and  municipal  agencies  in  protecting  from 
monopolistic  control  not  only  the  agencies  and  avenues 
but  also  the  materials  of  interstate  commerce. 

RECOMMENDATIONS 


A.  We  recommend  that  hereafter  plans  for  the  improve- 
ment of  navigation  in  inland  waterways,  or  for  any  use 
of  these  waterways  in  connection  with  interstate  com- 
merce, shall  take  account  of  the  purification  of  the  waters, 
the  development  of  power,  the  control  of  floods,  the 
reclamation  of  lands  by  irrigation  and  drainage,  and  all 
other  uses  of  the  waters  or  benefits  to  be  derived  from 
their  control. 

B.  We  recommend  that  hereafter  both  local  and  gen- 
eral benefits  to  the  people  shall  be  fully  considered  in  any 
such  plans  for  the  improvement  of  navigation  in  inland 
waterways,  or  for  any  use  of  these  waterways  in  connec- 
tion with  interstate  commerce;  and  that  whereever  prac- 
ticable Federal  agencies  shall  cooperate  with  States, 
municipalities,  communities,  corporations,  and  individ- 
uals with  a  view  to  an  equitable  distribution  of  costs  and 
benefits. 

C.  We  recommend  that  hereafter  any  plans  for  the 
navigation  or  other  use  of  inland  waterways  in  connec- 

31673— S.  Doc.  325,  60-1 8 


Coordination. 


1-24: 1. 


Distribution. 


21:  I,  II. 


Correlation. 


26  REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

tion  with  interstate  commerce  shall  take  full  account  of 
^~^'  transfer  facilities  and  sites,  and  of  the  location  of  tracks, 
grades,  bridges,  dams,  depots,  and  other  works  on  navi- 
gable and  source  streams  with  a  view  to  equitable  coop- 
eration between  waterway  and  railway  facilities  for  the 
promotion  of  commerce  and.  the  benefit  of  the  people. 
Railways:  wa-     D.  Wc  rccommend  that  any  plans  for  improving  the  in- 

terways.  jg^j^^j  waterways  shall  take  account  of  the  present  and 

prospective  relation  of  rail  lines  to  such  waterways,  and 
shall  ascertain  so  far  as  may  be  whether  such  waterways 
when  improved  will  be  effectively  used  in  the  face  of 
railway  competition;  and  that  the  relations  between 
5.  railways  and  waterways  be  further  examined  with  the 

purpose  of  devising  means  of  rendering  the  two  systems 
complementary  and  harmonious  and  making  such  fair 
division  of  traffic  that  rates  and  management  may  be 
coordinated  economically  and  with  benefit  to  the  country. 

^^commerciai     jj    ^q  rccommcnd  the  adoption  of  means  for  ascer- 
taining regularly  all  facts  related  to  traffic  on  the  inland 
^"  waterways,  and  for  publishing  the  same  in  a  form  suitable 

for  general  use. 
Physical  data.     ^    ^^  recommcnd  the  adoption  of  means  for  ascer- 
taining and  rendering  available,  at  such  rate  as  to  meet 
20-  public  necessities,  all  requisite  data  related  to  the  physical 

character  and  general  utility  of  the  navigable  and  source 
streams  of  the  country. 

a n d^re^iiati'o""  G.  We  rccommend  that  hereafter  any  plans  for  the 
use  of  inland  waterways  in  connection  with  interstate 
commerce  shall  regard  the  streams  of  the  country  as  an 
asset  of  the  people,  shall  take  full  account  of  the  con- 
23, 24 : 1,  II.  servation  of  all  resources  connected  with  running  waters, 
and  shall  look  to  the  protection  of  these  resources  from 
monopoly  and  to  their  administration  in  the  interests  of 
the  people. 

geftion.  ^^  '^°"'  H.  We  recommend  that  the  Congress  be  asked  to  make 
suitable  provision  for  improving  the  inland  waterways  of 
the  United  States  at  a  rate  commensurate  with  the  needs 
of  the  people  as  determined  by  competent  authority;  and 
we  suggest  that  such  proA'^ision  meet  these  requisites,  viz: 
1-5,17,22:  III.  expert  framing  of  a  definite  policy;  certainty  of  continuity 
and  coordination  of  plan  and  work;  expert  initiative  in 
the  choice  of  projects  and  the  succession  of  works;  free- 
dom in  selection  of  projects  in  accordance  with  terms  of 
cooperation;  and  the  widest  opportunity  for  applying 
modern  business  methods. 
Legislation.  J.  "VV^e  recommend  that  the  Congress  be  asked  to  au- 
thorize the  coordination  and  proper  development  of  exist- 
ing public  services  connected  with  waterways;  and  we 
suggest  that  such  enactment  might  provide  that  the 
President  of  the  United  States  be  authorized,  with  the 
advice  and  consent  of  the  Senate,  to  appoint  and  organize 
1-24:  A-H.  a  National  Waterways  Commission  to  bring  into  coordina- 
tion the  Corps  of  Engineers  of  the  Army,  the  Bureau  of 
Soils,  the  Forest  Service,  the  Bureau  of  Corporations, 
the  Reclamation  Service,  and  other  branches  of  the  pub- 


PRELIMINARY   REPORT  27 

lie  service  in  so  far  as  their  work  relates  to  inland  water- 
ways, and  that  he  be  authorized  to  make  such  details 
antl  require  such  duties  from  these  branches  of  the  public 
service  in  connection  with  navigable  and  source  streams 
as  are  not  inconsistent  with  law;  the  said  Commission  to 
continue  the  investigation  of  all  questions  relatino;  to 
the  development  and  improvement  and  utilization  of  the 
inland  waterways  of  the  country  and  the  conservation  of 
its  natural  resources  relatetl  thereto,  and  to  consider  and 
coordinate  therewith  all  matters  of  irrigation,  swamp  and 
overflow  land  reclamation,  clarification  and  purification 
of  streams,  prevention  of  soil  waste,  utilization  of  water 
power,  preservation  and  extension  of  forests,  regulation 
of  flow  and  control  of  floods,  transfer  facilities  and  sites 
and  the  regulation  and  control  thereof,  and  the  relations 
between  waterways  and  railways;  and  that  the  Commis- 
sion be  empowered  to  frame  and  recommend  plans  for 
developing  the  waterways  and  utilizing  the  w^aters,  and 
as  authorized  by  Congress  to  carry  out  the  same,  through 
established  agencies  when  such  are  available,  in  coopera- 
tion with  States,  municipalities,  communities,  corpora- 
tions, and  individuals,  in  such  manner  as  to  secure  an 
equitable  distribution  of  costs  and  benefits. 

INQUIRIES    IX    PROGRESS 

I.  Those  clauses  in  the  instrument  creating  the  Com- 
mission advising  that  "our  streams  should  be  considered 
and  conserved  as  great  natural  resources,"  and  that  the 
Commission  shoidd  ''  consider  the  relations  of  the  streams 
to  the  use  of  all  the  great  })ermanent  natural  resources 
and  their  conservation,"  have  received  attention  and  conservation, 
have  resulted  in  action  thus  far  incomplete.  The  prin- 
ciples so  affirmed  are  fundamental  and  far-reaching,  and 
demand  comprehensive  and  mature  consideration;  and 
it  was  thought  needfid  to  ascertain  and  adjust  the  needs 
of  all  sections  of  the  country,  and  to  invoke  the  joint 
judgment  of  officials  of  the  several  States.  At  the  fif- 
teenth session  (May  21)  it  was  decided  to  propose  a  Con- 
ference on  the  C^onservation  of  Resources,  to  be  held  in 
Washington  early  in  1908,  and  a  special  committee  was 
appointed  to  present  the  matter  to  the  President  of  the 
United  States.  At  the  twenty-third  session  (October  3) , 
at  which  the  President  presided,  it  was  decided  to  call 
such  a  conference  in  conformity  with  the  desire  of  the 
Commission  as  thus  expressed:  • 

On  IJoARu  Steamek  Col.  A.  Mackenzie, 

October  S,  1907. 
The  President, 

0?)  Board  U.  S.  Steamer  Mississippi. 
Sir:  In  tbo  course  oi'  inquiries  made  under  your  direction  "that 
the  Inland  Waterways  Commission  shall  consider  the  relations  of  the 
streams  to  the  use  of  all  the  great  permanent  natmal  resources  and 
their  conservation  for  the  making  and  maintenance  of  prosperous 
homes,"  the  members  of  the  Commission  have  been  led  to  feel  that  it 
would  be  desiral)le  to  hold  a  conference  on  tho  genei-al  subject  of  the 
conservation  of  the  natural  resources  of  the  nation. 


28  REPOET    OF    THE    INLAND    WATERWAYS    COMMISSION 

Among  the  reasons  for  such  a  conference  are  the  following: 

1.  Hitherto  our  national  policy  has  been  one  of  almost  unrestricted 
disposal  of  natural  resources,  and  this  in  more  lavish  measure  than  in 
any  other  nation  in  the  world's  history;  and  this  policy  of  the  Federal 
Government  has  been  shared  in  by  the  constituent  States.  Three 
consequences  have  ensued:  First,  unprecedented  consumptionof  natural 
resources;  second,  exhaustion  of  these  resources,  to  the  extent  that  a 
large  part  of  our  available  public  lands  have  passed  into  gi-eat  estates 
or  corporate  interests,  our  forests  are  so  far  depleted  as  to  multiply  the 
cost  of  forest  products,  and  our  supplies  of  coal  and  iron  ore  are  so  far 
reduced  as  to  enhance  prices;  and  third,  unequaled  opportunity 
for  private  monopoly,  to  the  extent  that  both  the  Federal  and  State 
sovereignties  have  been  compelled  to  enact  laws  for  the  protection 
of  the  people. 

2.  We  are  of  opinion  that  the  time  has  come  for  considering  the  policy 
of  conserving  these  material  resources  on  which  the  permanent  pros- 
pei'ity  of  our  country  and  the  equal  opportunity  of  all  our  people  must 
depend;  we  are  also  of  opinion  that  the  policy  of  conservation  is  so 
marked  an  advance  on  that  policy  adopted  at  tlie  outset  of  our  national 
career  as  to  demand  the  consideration  of  both  Federal  and  State  spon- 
sors for  the  welfare  of  the  people. 

3.  We  are  of  opinion  that  the  conference  may  best  be  held  in  the 
national  capital  next  winter,  and  that  the  conferees  should  comprise 
the  governors  of  all  our  States  and  Territories,  a  limited  number  of 
delegates  to  be  appointed  by  each  governor,  and  representatives  from 
leading  organizations  of  both  State  and  national  scope  engaged  in  deal- 
ing with  natural  resources  or  with  practical  questions  relating  thereto. 

We  have  the  honor  to  ask  that  in  case  you  concur  in  our  view  you  call 
such  a  conference.  • 

Respectfully  submitted. 

Theodore  E.  Burton, 

Chairman. 
W  J  McGee, 

Secretary. 

In  liis  Memphis  address  on  October  4  the  President 
announced  the  intention  of  caUing  such  a  conference,  and 
on  November  13  he  issued  invitations  to  the  governors  of 
the  States  and  Territories  to  meet  at  the  White  House 
May  13-15,  1908;  the  conferees  to  comprise  also  three 
assistants  or  advisors  to  be  selected  by  each  governor; 
the  Senators  and  Representatives  in  the  Sixtieth  Con- 
gress; the  members  of  the  Inland  Waterways  Commis- 
sion, and  representatives  of  certain  national  organiza- 
tions dealing  with  natural  resources.  The  Commission 
anticipates  from  the  deliberations  of  this  conference 
results  of  the  utmost  value  as  regards  both  conditions 
and  policies. 

Coordination.  H.  The  clauscs  iu  the  same  instrument  declaring  that 
"the  time  has  come  for  merging  local  projects  and  uses  of 
the  inland  waters  in  a  comprehensive  plan  designed  for  the 
benefit  of  the  ej^tire  country,"  and  that  "such  a  plan 
should  consider  and  include  all  the  uses  to  which  streams 
may  be  put,"  has  received  attention;  and  while  the  con- 

15, 21, 22  A,  I.  sideration  resulted  in  several  of  the  foregoing  findings 
and  recommendations,  the  time  and  means  at  the  dis- 
posal of  the  Commission  have  been  wholl}'^  insufficient  to 
frame  a  comprehensive  plan  extending  in  detail  to  all  the 
waterways  of  the  country.  The  task  is  large,  and  is  af- 
fected by  projects  for  improving  waterways  and  opening 
canals  for  navigation  and  other  purposes  which  are  now 


PBELIMINAKY   EEPORT  29 

advocated  by  numerous  associations  of  citizens  in  various 
parts  of  the  United  States.  These  projects  are  so  con- 
nected with  geographic  conditions  and  with  natural  re- 
sources as  to  fall  into  four  great  systems,  viz,  (1)  the  At- 
lantic-Interior system,  comprising  the  Atlantic  water- 
shed, the  Mississippi  Valle}^,  the  Gulf  slope,  and  the  Great 
Lakes  with  their  watershed;  (2)  the  Golumbia-Puget  sys- 
tem, comprising  the  territory  west  of  the  Rocky  Moun- 
tains and  north  of  the  forty-second  parallel  of  latitude; 
(3)  the  California  system,  comprising  the  valley  of  Cali- 
fornia, and  (4)  the  Colorado  system,  comprising  the  water- 
shed of  Rio  Colorado  and  the  Great  Basm  of  the  interior. 
In  the  Atlantic-Interior  system  there  are  projects  for  a 
deep  waterway  from  Gulf  of  Mexico  to  the  Great  Lakes;  a 
deep  and  continuous  Atlantic  inner  passage  from  New 
England  to  Florida;  improving  or  canalizing  Mississippi, 
Missouri,  and  Ohio  rivers  with  their  leading  tributaries 
and  connecting  the  Mississippi  waters  with  the  Great 
Lakes  by  canals;  improving  the  navigable  rivers  flowing 
into  Gulf  of  Mexico  and  Atlantic  Ocean;  connecting  the 
Mississippi  with  the  Rio  Grande  and  wdth  the  waters  of 
Florida  by  inner  passages;  and  connecting  the  Atlantic 
coast  with  the  Great  Lakes  by  canals.  In  the  Columbia- 
Puget  system  there  are  projects  for  improving  the  low^er 
Columbia  and  the  Williamette  and  Snake  for  navigation 
and  power  development;  opening  the  channels  and  lakes 
of  the  upper  Columbia  and  some  of  its  tributaries  to  navi- 
gation, and  constructing  feeder  and  connecting  canals; 
and  also  for  extending  reclamation  through  irrigation, 
drainage,  and  the  control  of  floods.  In  the  California  sj^s- 
tem  there  are  projects  for  improving  and  canalizing  Sac- 
ramento, San  Joaquin,  and  Feather  rivers  and  the  coast- 
wise bays  in  such  manner  as  to  open  California  Valley 
to  interstate  and  foreign  commerce,  and  also  for  clarify- 
ing the  streams,  preventing  floods,  and  developing  power; 
and  in  the  Colorado  system  there  are  projects  chiefly  thus 
far  for  irrigation  but  prospectively  for  navigation  and 
power.  In  all  these  systems — indeed  in  every  State  and 
Territory — the  respective  obligations  of  the  State  and 
Federal  governments  to  the  people  and  the  relations  of 
vested  interests  are  of  such  complexity  as  to  demand  pro- 
longed consideration  not  only  by  the  Commission  but  by 
State  and  Federal  officials;  and  it  would  seem  premature 
to  outline  a  general  plan  necessarily  affecting  so  many  and 
so  varied  obligations  and  interests  pending  the  confer- 
ence on  conservation,  at  which  it  ma}''  be  anticipated  that 
the  interests  of  all  the  people  wdll  be  fully  represented. 

III.  The  intimation  in  the  same  instrument  that  ''any  cooperation, 
plan  for  utihzing  our  inland  waterways  *  *  *  should 
recognize  the  means  for  executing  it  already  in  existence, 
both  in  the  Federal  Departments  of  War,  Interior,  Agri-  le,  21:  i. 
culture,  and  Commerce  and  Labor  and  in  the  States  and 
their  subdivisions,  and  it  must  not  involve  unduly  bur- 
densome expenditures  from  the  National  Treasury,"  has 


80  REPORT    OF    THE   INLAND   WATERWAYS   COMMISSION 

received  attention  and  lias  resulted  in  the  eighth  and 
ninth  of  the  foregoing  Recommendations;  yet  pending  the 
recommendation  of  the  "comprehensive  plan"  alluded  to 
in  the  preceding  paragraph,  it  woiild  be  premature  to  sub- 
mit estimates  of  cost. 

IV.  The  suggestion  that  "the  reports  of  the  Commis- 
sion shall  include  both  a  general  statement  of  the  problem 
and  recommendations  as  to  the  manner  and  means  of 

Continuation,  attacking  it"  has  received  consideration  and  has  led  to 
the  foregoing  Findings  and  Recommendations.  The 
Commission  is,  however,  fully  aware  of  the  incomplete- 
ness of  this  report,  and  is  desirous  of  continuing  investiga- 
tion and  discussion  with  a  view  to  further  action. 

V.  It  is  to  be  understood  that  the  inquiries  and  con- 
clusions herein  are  of  general  character,  and  that  the  men- 

Quaiiflcation.  tion  of  any  stream  or  project  does  not  involve  expression 
of  opinion  as  to  the  desirability  or  practicability  of  doing 
work  upon  it. 

Respectfully  submitted . 

Theodore  E.  Burton, 

Chairman. 
Francis  G.  Newlands. 
Wm.  Warner. 
J.  H.  Bankheai). 
W,J.McGee. 
F.  H.  Newell. 
Gifford  Pinchot. 
Herbert  Knox  Smith. 


SUPPLEMENTARY  REPORT  OF  COMMISSIONER  GENERAL 
ALEXANDER  MACKENZIE 

1.  As  a  member  of  the  Inland  Waterways  Commission,  I  am  in 
accord  with  the  general  principles  enunciated  as  proper  for  consider- 
ation in  connection  mth  the  preparation  of  plans  for  improvement 
and  control  of  inland  waterways;  and  with  recommendations  which 
advise  suitable  provision  for  continuing  the  improvement  of  inland 
waterways  at  a  rate  commensurate  with  the  requirements  of  com- 
merce; and,  so  far  as  justifiable,  with  cooperation  between  Federal 
agencies  and  States,  municipalities,  and  communities  with  a  view  to 
a  distribution  of  costs  and  benefits;  and  I  am  in  accord  with  a  sug- 
gestion that  in  the  carrying  out  of  examinations  and  surveys  and  in 
the  making  of  plans  of  improvement  of  inland  waterways,  such 
consideration  be  given  by  the  War  Department  to  the  subject  of 
water  power,  floods  and  low  water,  drainage,  and  such  other  related 
subjects  as  may  have  a  bearing  upon  the  improvement  of  navigation 
and  such  as  Congress,  in  its  wisdom,  may  provide  for. 

2.  I  am  in  the  fullest  accord  with  recommendations  looking  to  the 
protection  to  the  greatest  extent  of  the  natural  resources  of  the 
country,  both  in  their  relation  to  the  interests  of  navigation  and  in 
the  interest  of  multiplying  prosperous  homes;  and  I  am  in  accord 
with  the  thought  of  utilizing  such  resources  in  every  legal  and  proper 
way  with  a  view  to  recompensing  the  Government  for  expenditures 
made  in  carrying  out  improvements. 


PRELIMTKARY    REPORT  31 

3.  1  am  not  fully  in  accord,  however,  with  the  thought  that  all 
the  related  subjects  mentioned,  important  and  worthy  of  considera- 
tion by  the  Government  as  they  may  be,  are  as  clearly  and  necessa- 
rily associated  with  the  subject  of  channel  improvement  and  mter- 
state  commerce  as  is  assumed  in  the  ^eport^  or  that  such  assumptions 
can  properly  be  made  in  all  cases  without  further  investigation, 
including,  possibly,  some  legal  questions. 

4.  I  am  in  accord  with  the  desire  of  this  Commission  to  continue 
its  investigations  and  discussions  w4th  a  view'  to  further  considera- 
tion of  interior-waterway  improvements  after  consultation  with  trans- 
portation experts,  and  a  more  detailed  consideration  of  the  conserva- 
tion of  natural  resources  and  coordination  between  the  General  Gov- 
ernment and  States  after  the  conference  on  conservation  to  be  held 
in  May. 

5.  I  can  not,  however,  agree  with  the  recommendation  for  the 
establishment  at  this  time  of  a  permanent  inland-w^aterways  com- 
mission, vested  with  the  authority  indicated,  in  addition  to  or  as  a 
substitute  for  the  existing  Commission.  Until  this  Commission  shall 
have  fully  carried  out  the  duties  allotted  to  it  and  prepared  a  com- 
prehensive plan  for  the  improvement  and  control  of  the  river  sys- 
tems of  the  United  States,  or  at  least  until  such  work  is  more  advanced 
and  results  more  thoroughly  considered,  I  believe  a  recommendation 
for  so  radical  a  departure  in  the  methods  of  planning  and  executing 
the  improvement  of  waterways  as  that  proposed  is  at  least  premature. 

6.  Moreover,  it  is  my  belief  that  further  investigation  will  demon- 
sirate  that  wdien  this  Commission  shall  have  completed  its  labors 
all  necessary  cooperation  can  be  secured,  and  all  work  proposed  for 
the  permanent  commission  can  be  equally  well  provided  for  by  the 
existing  agencies  of  the  Government,  and  that  through  such  agencies, 
without  the  interposition  of  a  permanent  commission,  improvement 
of  waterways  and  attention  to  allied  subjects  will  be  more  promptly 
accomplished.  While  fully  appreciating  the  importance  of  having^ 
general  principles  and  schemes  considered  and  recommended  by  a 
commission,  as  is  now  being  done  and  as  wdll  continue  to  be  done,  I 
have  grave  fear  that  the  scheme  of  operations  recommended  in  con- 
nection with  the  proposed  permanent  commission  would  be  found 
to  be  impracticable. 

A.  I^Iackenzie, 
Brigadier-General,  Chief  of  Engineers. 


SUPPLEMENTARY  REPORT  OF  COMMISSIONER  SENATOR  FRANCIS 

G.  NEWLANDS 

I  concur  in  the  report  of  the  Commission,  but  desire  to  emphasize 
my  belief  that  it  is  of  the  highest  importance  that  in  dealing  with 
subjects  relating  to  the  respective  powers,  rights,  and  interests  of 
the  Nation,  States,  municipalities,  corporations,  and  individuals, 
large  powers  and  a  comparatively  free  hand  should  be  given  to  an 
administrative  body  of  experts  in  the  full  development  of  projects, 
lest  the  complexity  of  the  transactions,  the  time  necessary  to  secure 
Congressional  approval,  and  difference  of  view  as  to  purpose  or 
method,  may  result  in  indecision  and  delay,  the  worst  enemies  of 
effective  development. 


32  REPOET    OF    THE   INLAND   WATERWAYS   COMMISSION 

An  ample  fund  should  be  provided,  to  be  reinforced  from  time  to 
time  either  by  legislative  appropriation  or  by  bond  issue,  and  the 
administrative  board  or  commission  should  be  given  the  power,  not 
only  to  investigate  projects,  but  also,  when  determined  to  be  feasible, 
to  enter,  with  the  approval  of  the  President,  upon  their  immediate 
execution;  but  the  power  should  be  limited  so  as  to  prevent  such 
administrative  body  from  entering  into  any  contract  unless  there  are 
sufficient  unappropriated  moneys  in  the  fund  to  meet  the  cost  thereof. 

Unless  some  method  of  construction  and  development,  insuring 
prompt  decision  and  execution  and  continuous  and  consecutive  work 
by  a  body  of  experts  is  adopted,  I  fear  that  the  best  of  projects  may 
be  wrecked  in  the  shoals  and  quicksands  of  legislation. 

Francis  G.  Newlands. 


APPENDIX 


The  greater  portion  of  the  appended  statistical  and  other  papers 
(including  numbers  1  to  10,  inclusive)  were  prepared  in  the  office  of 
the  Bureau  of  Corporations  and  were  revised  by  Commissioner  Smith. 
The  remaining  papers  were  prepared  either  in  accordance  with  the 
desire  of  the  Commission  or  at  the  request  of  individual  Commis- 
sioners by  the  experts  under  whose  names  they  appear.     . 

It  has  been  the  purpose  in  the  preparation  of  these  papers  to  bring 
together  statistical  and  other  information  in  a  form  convenient  for 
reference. 


•  33 


1.  NAVIGABT.E  STREAMS  OF  THE  TTNITED  STATES 


SUMMARY  OF  NAVIGABLE  STREAMS 

The  accompanyiii<i;  table  is  a  summary  of  the  tables  which  follow 
on  the  navigaole  streams  of  the  United  States."  The  streams  included 
are  those  which  have  been  the  objects  of  government  improvement 
and  are  now  in  active  use  more  or  less  directly  under  the  Corps  of 
Engineers  of  the  United  States  Army,  together  with  streams  forming 
parts  of  state  systems  of  public  works.  The  mileage  can  only  be 
considered  as  approximate,  since  complete  official  records  are  not  avail- 
able. Sections  of  rivers  that  might  be  rendered  navigable  are  not 
included,  nor  streams  that  are  practicallv  abandoned  for  navigation 
])urposes.  No  rivers  tributary  to  the  Oreat  Lakes  have  been  in- 
cluded. The  rivers  in  the  lake  region  are  of  commercial  importance 
only  as  connecting  links  for  lake  traffic  or  as  harbors,  and  not  for 
strictly  river  traffic.  Some  tidal  rivers  are  also  used  mainly  as  the 
harbors  of  seaports  or  as  channels  to  the  open  sea,  and  the  com- 
merce of  such  streams  is  largely  maritime;  these  have  been  included 
because  there  is  some  movement  of  river  commerce  on  them,  although 
under  present  methods  of  compiling  statistics  it  is  often  impossible 
to  separate  the  coastwise  commerce.  In  addition  to  the  streams 
included,  there  are  many  others  navigable  for  small  boats  and  for 
logging  which  are  not  enumerated. 


Seetion. 


Tributary  to  Atlantic  Ocean 

Tributary  to  Gulf  of  Mexico,  exclusive  of  Mississippi  River  and  tributaries . . 

Mississippi  River  and  tributaries 

Flowing  into  Canada ' 

Tributary  to  Pacific  Ocean |  38  1 ,  605 

Total '  287  26, 226 


Number 

of 
streams. « 

V    142 


Total 
mileage. 


5,311 

52  ;  5,261 

54  13,869 

1  180 


a  In  arriving  at  the  number  of  streams  in  each  section  the  following  method  was  used:  When  a  river 
had  two  or  more  names  applied  to  different  sections  of  river  it  was  counted  as  one  river.  When  a  river 
and  one  or  more  of  its  tributaries  were  considered  as  one  improvement  they  were  counted  as  separate 
rivers. 

DESCRIPTION  OF  THE  TABLES 

The  tables  which  follow  distribute  the  navigable  streams  of  our 
country  geographically  into  the  following  groups,  namely: 

Rivers  tributary  to  Atlantic  Ocean. 

Rivers  tributary  to  Gulf  of  Mexico,  exclusive  of  the  Mississippi  and 
its  tributaries. 

Mississippi  River  and  its  tributaries. 

Rivers  flowing  into  Canada. 

Rivers  tributary  to  Pacific  Ocean. 

These  tables  are  divided  into  eight  columns,  showing  the  following 
facts:  Reading  from  left  to  right,  in  the  first  column  appears  the 
name  of  the  stream  under  consideration,  together  wath  that  of  the 
State  or  States  in  which  it  is  situated.  Where  regarded  as  important, 
and  to  show  the  varying  depth  and  commerce  of  different  portions  of 

"Shown  on  accompanying  maps  (in  pocket),  of  which  the  larger  was  prepared  in 
the  Bureau  of  Corporations  to  ilhistrate  the  tables 

35 


36  REPORT    OF    THE   INLAND    WATERWAYS    COMMISSION 

a  stream,  such  stream  has  been  divided  into  sections.  In  tlie  second 
cohimn  is  given  the  distance  between  the  terminals  of  such  sections, 
the  names  of  the  points  so  connected  appearing  in  cohimn  3.  In 
the  fourth  cohimn  appears  the  total  navigable  length  of  the  stream 
so  far  as  could  be  learned  from  official  soul'ces.  In  the  fifth  column 
is  given  the  depth  at  low  water,  in  feet,  of  the  stream  under  consid- 
eration. In  case  such  depth  varies  between  different  points  the 
variation  is  shown  in  connection  with  data  appearing  in  columns  2 
and  3.  Column  6  of  the  table  gives  the  freight  tonnage  of  each 
stream  by  periods  as  reported  by  the  Government  engineers.  Wliere 
such  commerce  over  different  sections  of  the  stream  possesses  special 
characteristics,  these  are  indicated  in  connection  with  data  appearing 
in  columns  2  and  3.  Column  7  contains  the  names  of  transporta- 
tion companies  operating  on  a  given  stream,  but  not,  as  a  rule,  the 
names  of  individual  vessel  owners.  Finally,  in  the  eighth  column, 
under  the  head  of  "Remarks"  appear  striking  facts  connected  mth  a 
given  stream,  wliich  have  been  largely  compiled  from  the  reports  of 
the  United  States  Chief  of  Engineers. 

GENERAL  PHYSICAL   CHARACTEBISTICS   OF  NAVIGABLE 

STREAMS 

The  physical  characteristics  of  the  more  important  members  of  the 
several  great  natural  groups  of  rivers  are  as  follows : 

A.  Tributaries  to  the  Atlantic. — Streams  draining  the  Atlantic  slope 
descend  from  the  highlands  and  mountains  of  the  great  Appalachian 
system  (the  Green  and  Wliite  mountains,  Adirondacks,  Alleghenies, 
etc.)  and  flow  into  the  ocean  after  traversing  the  plains  and  valleys 
intervening  between  the  mountainous  regions  and  the  sea.  Few  of 
these  streams  connect  with  one  another,  being  isolated  by  the  topog- 
raphy of  the  country.  Of  the  Atlantic  tributaries  only  one,  the 
Hudson  River,  possesses  much  national  importance.  In  their  geo- 
graphical sequence,  proceeding  from  north  to  south,  the  important 
streams  of  this  system  are  as  follows:  In  New  England  may  be 
mentioned  the  Penobscot,  Kennebec,  Saco,  Piscataqua,  Merrimac, 
Comiecticut,  and  Housatonic.  Of  these  the  most  important  is  the 
Connecticut,  which  in  connection  with  Long  Island  Sound  proA'ides  a 
water  route  between  New  York  City,  Hartford,  and  other  points  in 
the  State  of  Comiecticut.  Farther  south  is  the  Hudson,  wliich  has 
already  been  mentioned.  Tliis  river,  wliich  the  Erie  Canal  unites  at 
Buffalo  with  the  Great  Lakes,  forms  a  link  in  the  vast  system  of 
inland  navigation  whose  extreme  points  are  Duluth  and  Chicago  in 
the  West  and  New  York  City  in  the  East.  The  Hudson  River,  in 
connection  \vdth  the  Champlain  Canal  and  Lake  Champlain,  also 
affords  a  water  route  between  New  York  City  and  various  points  in 
Canada  reached  bv  the  Richelieu  River  and  the  Canadian  Chambly 
Canal." 

The  Delaware  River,  on  which  is  situated  Philadelphia,  the  Susque- 
hanna, the  Potomac,  flo\ving  past  Washington,  and  the  James, 
whose  head  of  navigation  is  at  Richmond,  104  miles  from  the  mouth, 
are  not  navigable  above  tidewater  for  the  reason  that  the  four  streams 
cross  what  is  known  as  the  "fall  line."''  The  Potomac  and  James 
are  navigable  for  ocean-going  vessels  through  improvements  made 

«V6tillart.  La  Navigation  aiix  Etats  Unis,  pp.  78-81. 

6  Johnson,  Ocean  and  Inland  Water  Transportation,  1906,  p.  327. 


NAVIGABLE   STREAMS   OF    THE   UNITED   STATES  37 

by  the  Government .  Of  the  other  numerous  tributaries  to  Chesapeake 
Bay  from  Maryland  and  Virginia  those  of  sufficient  commercial 
importance  to  warrant  mention  are  the  Patapsco,  on  whose  northern 
bank,  11  miles  from  the  mouth  of  the  river, Baltimore  is  situated;  the 
York,  and  the  Rappahannock,  at  the  head  of  whose  navigation,  106 
miles  from  the  mouth  of  the  river,  lies  Fredericksburg,  Va' 

In  the  South  Atlantic  States  so  abundant  are  the  small  navigable 
streams  that  for  many  jea,Ts  they  have  had  an  appreciable  effect  in 
influencing  freight  rates  throughout  that  section.  Between  the  mouth 
of  the  James  River  in  Virginia  and  the  St.  Johns  River  in  Florida  a 
series  of  such  streams  are  encountered,  many  of  wliicli  the  Government 
has  more  or  less  improved  by  dredging.  In  former  years  these 
streams  were  of  even  greater  value  to  commerce  than  now.  Their 
diminished  importance  is  attributed  primarily  to — 

the  poor  character  of  service  upon  them,  and  this  both  as  regards  their  speed  and 
regularity;  and  it  is  also  due  in  some  measure  to  the  fact  that  the  railways  either  own 
the  local  steamboat  lines,  or  have  agreed  with  the  steamboat  companies  to  di\"ide  the 
field  of  traffic  by  leaving  to  them  the  low-grade  fi'eights.a 

B.  Tributaries  to  the  Gulf. — The  Gulf  affluents  of  primary  impor- 
tance are  different  in  character  from  the  Atlantic  tributaries.  Devel- 
oped in  the  vast  plains  and  valleys  of  the  interior,  they  connect  wit  h 
one  another  better  than  the  Atlantic  tributaries  and  form  together 
a  sj^stem  of  navigation  of  much  greater  importance.  What  may  be 
called  the  Alabama  system  of  rivers,  for  example,  as  distinguished 
from  those  constituting  the  Mississippi  and  its  tributaries,  reaches 
the  Gulf  through  Mobile  Bay,  and  is  composed  of  the  Mobile, 
Alabama,  Coosa,  Tombigbee,  and  Warrior  rivers.  These  streams 
form  a  navigable  system  of  more  than  1,200  miles.  A  more  impor- 
tant system  of  navigable  rivers  belonging  to  the  Gulf  group  is  that 
fonned  by  the  Mississippi  and  Ohio  and  their  more  than  40  tribu- 
taries. These  form  a  network  of  inland  waterways  of  about  16,000 
miles  and  drain  the  rich  Mississippi  Valley.  Notwithstanding  the 
decline  which  of  late  years  has  taken  place  in  certain  classes  of  river 
commerce,  the  Mississippi  and  its  tributaries  are  now,  as  in  the  past,  a 
potent  factor  in  diminishing  competing  railroad  rates.  As  shown  more 
fully  in  a  subsequent  portion  of  this  appendix  their  influence  in  this 
respect  is  not  confined  to  the  traffic  which  moves  between  the  trade 
centers  situated  on  the  river.  Important  testimony  on  this  point 
was  furnished  by  M.  C.  Markham,  assistant  traffic  manager  of  the 
Illinois  Central  Railroad,  before  the  Industrial  Commission.  Mr. 
Markham  testified  that  the  "complexities  and  necessities  which 
surround  the  railroads  in  rate  making  are  such  as  to  make  this  river 
influence  almost  coterminous  with  the  Rocky  Mountains  on  the  one 
side  and  the  Atlantic  Ocean  on  the  other." 

Mr.  Markham  further  declared  in  this  connection  that  the  Great 
Lakes,  the  St.  Lawrence,  and  the  Erie  Canal  virtually  dominate  the 
rail  carriers'  rates  on  traffic  interchanged  between  Eastern  and  West- 
ern States  in  a  somewhat  similar  manner  as  the  Mississippi  does 
traffic  north  and  south.'' 

C,  The  Mississippi  and  its  tributaries. — The  main  river  is  nearly 
2,000  miles  in  length  between  New  Orleans  and  St.  Paid.  This  river 
is  usually  divided  into  two  sections — the  upper  Mississippi,  stretch- 

oBruce,  Rise  of  the  New  South,  pp.  293,  294. 

&  Reports  oi  th<"  Industrial  Commission,  vol.  IX,  pp.  428.  429. 


38  REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

ing  from  its  confluence  with  the  Missouri,  some  20  miles  above  St. 
Louis,  to  St.  Paul;  and  the  lower  Mississippi,  from  the  mouth  of  the 
Missouri  to  New  Orleans. 

The  Ohio  River  is  formed  at  Pittsburg,  now  the  most  important 
river  tojvai  in  the  country,  by  the  confluence  of  the  Allegheny  and 
Monongahela  rivers.  The  total  length  of  the  Ohio  from  Pittsburg 
to  Cairo  is  967  miles,  and  on  its  course  to  the  ^lississippi  the  Ohio 
receives  a  number  of  important  tributaries,  which  for  the  most  part 
are  navigable  naturally  and  on  which  through  communication  exists 
in  consequence  of  improvements  made  by  the  Government,  by  States, 
or  by  private  enterprise.  Most  of  these  tril^utaries  flow  from  the 
south.  The  Great  Kanawha  of  West  Virginia  contributes  much  to 
the  coal  traffic  of  the  Ohio.  Other  important  tributaries  are  the 
Tennessee,  Cumberland,  Kentucky,  and  Muskingum.  The  Ohio  is 
also  connected  by  the  Ohio  and  Erie  canal  with  Lake  Erie.  As 
shown  in  Table  3,  the  Ohio  River  has  a  larger  traffic  than  the  Missis- 
sippi and  traverses  a  rich  section  whose  agriculture  and  industries 
are  highly  developed.  An  enormous  tonnage  originates  at  Pittsburg 
and  along  the  Monongahela  and  Allegheny  rivers  above  that  city. 
The  Ohio  receives  at  Pittsburg  coal  from  the  rich  fields  of  Pennsyl- 
vania and  West  Virginia  and  takes  it,  together  with  iron  and  steel 
products,  to  Cincinnati,  Louisville,  and  other  portions  of  the  Missis- 
sippi Valley,  including  New  Orleans.  There  is  some  movement 
of  sugar  upstream. 

Of  the  tributaries  to  the  Mississippi,  exclusive  of  those  connected 
with  the  Ohio,  the  longest  is  the  Missouri,  which  has  lost  its  former 
importance.  Another  tributary  of  importance  is  the  Illinois,  jointly 
improved  by  the  Government  and  by  the  State  of  Illinois.  Farther 
south  important  Mississippi  tributaries  include  the  Arkansas,  Oua- 
chita, Yazoo,  and  Red. 

E.  Trihukiries  to  the  Pacific. — The  Pacific  tributaries,  as  shown  on 
the  map,  are  not  so  numerous  as  those  composing  the  two  other 
groups.  Like  the  Atlantic  tributaries,  they  fail  to  connect  with  one 
another  so  well  as  those  of  the  Gulf  territor\^  In  California  impor- 
tant rivers  flowing  into  San  Francisco  Bay  are  the  San  Joaquin  and 
the  Sacramento,  both  of  which  reach  the  valley  of  California. 

The  most  important  river  of  the  Pacific  coast  is  the  Columbia, 
with  its  two  ])rincipal  affluents,  the  Willamette  and  the  Snake.  Until 
several  years  ago  navigation  of  the  Columbia  was  obstructed  by  the 
falls  in  the  river  at  the  Cascades.  By  means  of  a  canal  and  locks 
this  obstruction  has  been  overcome  by  the  Government  and  the 
stream  made  navigable  as  far  as  The  Dalles,  about  250  miles  from 
the  ocean.  Freight  carried  to  this  point  is  now  transported  around 
the  rapids  in  the  river  by  means  of  a  portage  road,  but  the  Govern- 
ment has  begun  the  construction  of  a  system  of  locks,  which,  with 
the  canal—  about  5  miles  long — is  expected  to  provide  an  all-water 
route  from  the  mouth  of  the  Columbia  to  Priests  Rapids,  in  Washing- 
ton, more  than  .500  miles  from  the  sea.  A  number  of  streams  tribu- 
tary to  Piiget  Sound  are  of  A^ahie  for  l)oth  navigation  and  logging 
purposes,  but  all  appear  to  be  liable  to  the  obstructions  generally  found 
in  streams  flowing  through  a  heavily  woode<l  country.  Among 
these  tributaries  are  the  Skagit  and  its  tributaries,  the  Snohomish, 
the  Snoqualmie,  and  the  Stillaguamish," 

« Chief  of  Engineers'  Report,  1905,  p.  697. 


NAVIGABLE   STREAMS   OF   THE   UNITED   STATES 


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42 


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2.  COI^IMERCE  ON  INTERIOR  RIVERS 


FLOATING  EQUIPMENT 
TYPES    OF    VESSELS    EMPLOYED 

Vessels  employed  on  western  rivers  may  be  divided  into  two  gen- 
eral classes:-  (a)  Those  provided  wdth  their  owti  propelling  machinery, 
such  as  packet  boats  engaged  in  transporting  passengers  and  general 
merchandise,  towboats  used  for  towdng  or  pusliing  barges,  and  gaso- 
line boats  used  for  the  transportation  of  passengers  and  light  freight. 
Packets  are  constructed  wdth  either  side-wheels  or  stern- wheels.  Tow- 
boats  are  principally  of  the  stern-wheel  type,  and  gasoline  boats  are 
either  stern- wheel  or  screw  propelled,  (h)  All  carriers  that  have  to 
be  towed  or  moved  by  external  means,  such  as  coal  barges  or  decked 
merchandise  barges.  In  addition  to  these  a  large  number  and  variety 
of  craft  are  used  in  maintaining  traffic  and  the  proper  condition  of 
the  waterways,  such  as  snag  boats,  derrick  boats,  repair  and  pump 
boats,  and  quarter  boats  employed  as  storage  or  supply  boats  and  as 
house  boats  for  employees. 

These  two  general  classes  of  boats  are  the  result  of  long  experience, 
and  the  types  adopted  appear  to  be  peculiarly  fitted  for  the  service 
under  existing  circumstances. 

The  requirements  for  a  river  steamboat  are  said  to  be  such  speed 
as  has  been  found  economical  for  the  service  engaged  in,  the  least 
possible  load  draft,  and  «uch  freight  and  passenger  capacity  as 
the  usual  run  of  business  warrants.  In  the  case  of  the  towboat  large 
reserve  propelling  power  is  an  important  item.  In  the  coal  trade 
river  men  divide  cargo  vessels  engaged  in  tliis  business  into  two 
classes,  known,  respectively,  as  (a)  coal  barges,  size  135  by  26  by 
8^,  cost  $1 ,600,  carr3dng  555  short  tons  of  coal,  employed  mainly  in  the 
trade  to  Cincinnati,  Louisville,  and  other  Ohio  river  points;  (b)  coal 
boats,  size  175  by  26  by  10,  cost  $850,  carr^dng  from  1,000  to  1,200 
tons  of  coal,  employed  chiefly  in  the  "long-river"  trade  to  New 
Orleans,  where  they  are  sold  for  firewood,  shacks,  etc. 

The  so-called  model  barges  are  decked  over  and  are  employed  chiefly 
to  carry  steel,  nails,  wire,  etc.,  down  and  to  bring  back  molasses, 
sugar,  and  lumber.     Size  225  by  36  by  10,  cost  $6,000  to  $20,000. 

Steel  harges  on  the  Oliio. — The  use  of  steel  barges  in  the  Ohio  river 
coal  trade  is  as  yet  only  experimental.  There  can  be  no  question  as 
to  the  desirability  of  this  type  of  craft,  but  experienced  river  men 
point  to  the  initial  cost,  coupled  with  interest  thereon,  and  to  inain- 
tenance  in  the  way  of  cleaning  and  painting,  as  objections  tending  to 
make  the  use  of  steel  barges  for  the  transportation  of  coal  to  the  southern 
market  im])racticable.  Another  obstacle  is  the  limited  number  of 
trips  that  can  be  made  under  present  river  conditions.  The  average 
number  of  such  trips  per  annum  runs  less  than  2;  actual  average  1.85. 

On  the  other  hancl,  there  are  those  who  believe  implicitly  in  the 
adaptability  of  the  steel  barge  to  the  river  trade.     Among  these  is 

94 


COMMERCE    ON   INTERIOR  RIVERS  95 

the  master  of  river  transportation  for  the  American  Steel  and  Wire 
Company,  on  whose  recommendation  that  company  had  10  steel 
barges  built  in  1905,  10  more  the  succeeding  year,  and  in  1907  was 
contemplating  the  construction  of  an  additional  10.  He  asserts  that 
steel  barges  stand  rougher  usage  than  wooden  barges,  and  as  an 
example  cites  the  loading  of  steel  billets,  of  which  5  tons  can  be 
loaded  by  lowering  at  a  single  operation,  something,  in  his  opinion, 
a  wooden  barge  could  not  possibly  stand.  Regarding  the  sulphuric 
and  other  acids  discharged  into  the  river  from  the  mills,  and  attacking 
the  steel  hulls,  he  does  not  believe  that  such  acids  have  any  appre- 
ciable effect.  He  advances  the  theory,  however,  that  such  acids 
attack  steel  only  when  the  water  holding  them  in  solution  is  boiled 
in  the  boilers  of  river  steamers,  where  the  injurious  effects  are 
unquestionable,  and  regarding  which  there  is  considerable  complaint. 

DECLINE    OF    STEAM-VESSEL    TONNAGE 

It  is  possible  here  to  consider  steam  tonnage  only.  The  navigation 
laws  of  the  United  States  do  not  require  the  documenting  of  a  certain 
class  of  vessels  which  are  employed  to  a  very  considerable  extent  on 
the  western  rivers.  Under  tliis  class  are  found  vast  numbers  of 
imdecked  and  unmasted  barges  engaged  chiefly'  in  the  transportation 
of  coal.  The  only  convenient  source  from  which  data  bearing  on  the 
decline  of  vessel  tonnage  on  the  western  rivers  can  be  compiled  is  the 
records  of  the  Bureau  of  Navigation.  These  records,  however,  due 
to  the  reason  above  given,  are  not  complete,  except  as  to  steam  ton- 
nage, wliich,  under  the  classification  used,  embraces  all  boats  over  5 
tons  net,  having  internal  motive  power  of  their  o\\ti  and  not  employed 
wholl}"  within  the  borders  of  a  single  State. 

The  following  table,  compiled  fi'om  reports  of  the  Commissioner 
of  Navigation,  shows  the  documented  gross  steam  tonnage  of  the 
Mississippi  and  tributar}^  rivers,  by  years,  for  a  period  of  twenty  years. 
The  tonnage  shown  is  classified  according  to  size  of  vessels  as  follows : 
Class  A  includes  vessels  of  from  5  to  100  tons,  class  B  from  100  to 
500  tons,  class  C  from  500  to  1,000  tons,  and  class  D  from  1,000  to 
2,500  tons. 


96 


REPORT    OF    THE   INLAND    WATERWAYS   COMMISSION 


Table  6- 


-  Classification  by  size  of  vessels  composing  the  steam  tonnage  of  the  interior 
rivers,  1888  to  1907 


Year  ending 
June  30— 

Class  A.  5  to 
100  tons. 

Class  B,  100  to 
500  tons. 

Class  C,  500  to 
1,000  tons. 

Class  D,  1,000 
to  2,500  tons. 

Total. 

No. 

Tons. 

No. 

Tons. 

No. 

Tons. 

No. 

Tons. 

No. 

Tons. 

1888 

536 
531 
519 

26,824 
27,278 
26,475 

488 
493 
475 

103,387 
103,358 
101,336 

72 
67 
71 

50,495 
49,026 
48,878 

26 
23 
22 

33,330 
30,164 
28,588 

1,122 
1,114 
1,087 

214,036 

1889 

209,826 

1890 

205,277 

1891  a  

1892       

555 
574 
573 
559 
566 
577 
609 
608 
654 
707 
764 
816 
922 
999 
1,054 
1,099 

28,802 
29,602 
28,980 
28,276 
28,813 
29,232 
29,508 
29,126 
30,549 
32,469 
33,927 
33,971 
36,572 
37,372 
30,565 
36,989 

470 
456 
426 
420 
405 
393 
380 
380 
370 
361 
356 
350 
349 
340 
339 
325 

100,263 
97,554 
90,742 
90,242 
86,695 
84,616 
80,729 
80,571 
78,926 
78,052 
76,812 
74,748 
74,477 
72,238 
72,289 
69,756 

76 
75 
71 
67 
63 
66 
66 
64 
67 
67 
65 
65 
62 
58 
51 
52 

51,156 
50,710 
47,763 
44,615 
41,940 
43,863 
43,947 
42,441 
44,171 
44,346 
43,208 
43,045 
41,257 
38,599 
33,784 
34,486 

21 
18 
17 

15 
13 
12 
9 
12 
10 
9 
8 
10 
9 
8 
7 
8 

26,779 
23,433 
23,656 
21,309 
18,895 
17,365 
13,113 
17,381 
14,760 
12,752 
12,627 
15,185 
13,571 
11,563 
9,954 
611,057 

1,122 
1,123 
1,087 
1,061 
1,047 
1,048 
1,064 
1,064 
1,101 
1,144 
1,193 
1,241 
1,342 
1,405 
1,451 
1,484 

207,666 

1893 

201,299 

1894 

191,141 

1895 

184, 442 

1896 

176,343 

1897.... 

175,076 

1898 

167,297 

1899 

169,519 

1900 

168,406 

1901 

167,619 

1902  

166,574 

1903 

166,949 

1904 

165,877 

1905 

159,772 

1906      

152,592 

1907 

6152,288 

Total   decrease 

61,748 

Total    increase 
in  number  of 

362 
+32 

Increase  (+)  or 
decrease   (— ) 
per  cent 

Average  size  of 
vessel: 
1888 

+105 

+38 

-33 

-33 

-28 

-32 

-69 

-67 

-29 
191 

1907 



103 

a  No  report  published. 

6  In  addition  to  the  total  shown,  two  vessels  of  2,505  tons  gross  each  were  permanently  documented 
in  1907.  Due  to  the  fact  that  they  do  not  operate  on  western  rivers  the  numl)er  anti  tonnage  are 
omitted  from  this  table.  The  company  owning  these  craft  was  incorporated  under  the  laws  of  the 
State  of  West  Virginia  with  statutory  office  at  Wheeling,  W.  Va.,  from  which  point  the  documents 
were  issued.    The  vessels  which  are  steel  dredges  operate  on  the  seaboard. 

The  above  table  shows  a  decrease  in  the  total  tonnage,  of  61,748 
gross  tons  on  June  30,  1907,  as  compared  with  June  30,  1888,  a  reduc- 
tion of  29  per  cent,  while  the  vessels  have  during  the  same  period 
increased  in  number  to  the  extent  of  362,  or  32  per  cent. 

Each  of  the  four  classes  into  which  the  vessels  are  divided,  except- 
ing Class  A,  has  decreased  as  to  both  number  and  tonnage.  Class  D, 
which  comprises  the  largest  steamers,  consisted  of  26  vessels  in  1888, 
with  an  aggregate  tonnage  of  33,330  gross  tons.  In  1907  this  class 
has  been  reduced  to  8  vessels,  aggregating  1 1 ,057  gross  tons,  a  decline 
of  69  per  cent  in  number  and  67  ]^er  cent  in  tonnage. 

Classes  C  and  B  have  suffered  a  like  decrease,  but  not  to  the  same 
extent,  Class  C  having  been  reduced  28  per  cent  in  number  and  32 
per  cent  in  tonnage,  wliile  Class  B  was  recluced  by  33  per  cent  in  both 
number  and  tonnage. 

The  smallest  steamers,  those  of  Class  A,  show  an  increase  of  105  per 
cent  in  number  and  39  per  cent  in  tonnage. 

The  following  table  further  subdivides  steam  vessels  (including 
gasoline  boats)  of  less  than  100  tons  on  western  rivers;  and  shows 
that  the  chief  increase  especially  in  number  of  such  boats  has  been 
in  vessels  of  less  than  50  tons. 


COMMERCE. ON   INTERIOR   RIVERS 


97 


Table  l—Documenled  tonnage  of  steam  vessels  of  less  than  100  tons  on  vjestem  rivers 

1889-1907 


Years. 

Class  1,  5  to  50 
tons. 

Class  2.  50  to 
100  tons. 

No. 

Tons. 

No. 

Tons. 

1889      ^... 

270 
261 

7,933 
7,494 

261 
258 

19,345 

1890 -• 

18,981 

1891a      

1892 

270 
285 
294 
290 
292 
298 
335 

7,814 
8,166 
8,344 
8,376 
8,413 
9,912 
9,103 

285 
289 
279 
269 
274 
279 
274 

20,988 

1893 

21, 436 

1894  

20,636 

1895 

19,900 

1896  . 

20,400 

1897 

19,320 

1898 

20,405 

Increase  first  ten  years 

65 

T337~ 
369 
404 
450 
505 
596 
676 

1,170 

13 

1,060 

1899 

8,936 
9,290 
9,813 
10,429 
10,839 
12,187 
13,244 

271 
285 
303 
314 
311 
326 
323 
300 
295 

20,190 

1900  

21,259 

1901 

22,656 

1902 

23, 498 

1903 

23, 132 

1904                                     .          .   . 

24, 385 

1905 

24,128 

1906 

754 

14.0.17 

22, 508 

1907 

804         14, 474 

22,515 

467 

5,538 

24 

2,325 

SUMMARY 


1889 

270 

804 

7,933 
14,474 

261 
295 

19,345 
22,515 

1907 

534 

6,541 

34 
534 

3,170 
6,541 

Total  Incre.'ise  lioth  classes  for  19  years. 

568 

9,711 

0  Not  given. 

An  examination  of  the  first  two  columns  of  the  above  table  shows, 
with  respect  to  vessels  of  from  5  to  50  tons,  an  increase  during  the 
first  ten  years  of  1,170  tons  and  65  vessels — a  rather  insignificant 
amount  as  compared  with  an  increass  of  5,538  tons  and  467  vessels 
which  occurred  during  the  remaining  nine  years. 

The  second  column  shows  but  a  slight  increase  in  vessels  of  from 
50  to  100  tons  during  the  entire  nineteen  years. 

Thus  appears  to  exist  a  condition  on  the  Mississippi  and  its  tribu- 
taries which  differs  from  that  on  the  Great  Lakes,  the  coasts,  or  the 
world's  waterways  in  general. 

The  sailing  vessel,  which  has  been  almost  entirely  eliminated  from 
the  Great  Lakes,  has  been  replaced  by  freighters  of  immense  burden. 
Schooners  have  become  fewer  in  number  but  vasth^  larger  in  size. 

The  number  of  vessels  of  over  100  tons  in  the  world  has  decreased 
from  32,298  to  28,422,  while  the  total  net  tonnage  has  increased 
from  17,461,791  to  20,530,883  tons. 

The  final  conclusion  to  be  drawn  from  a  comparison  of  conchtions 
on  western  rivers,  namely  a  decrease  in  tonnage  and  an  increase  in 
number,  Avith  those  existing  on  waterways  generally,  is  that,  while 
the  limited  depth  of  water  of  the  rivers  may  prohibit  an  increase  in 
the  average  tonnage,  still  it  can  hardly  be  said  to  be  responsible  for; 
a  decline  of  the  aggregate  tonnage. 


98  REPOET    OF   THE   INLAND   WATERWAYS   COMMISSION 

Again,  it  must  be  remembered  that  a  large  percentage  of  steamers 
on  these  rivers  are  used  for  to\sdng  barges  laden  principally  with  coal. 
This  particular  character  of  vessel  falls  chiefly  under  Classes  B  and 
C  in  the  table  above  shown  and  has  probably  increased,  so  that  a 
variation  therein  would  not  account  for  the  disappearance  of  so 
many  Class  D  vessels  which  are  1,000  tons  and  over.  The  increase 
in  number  and  tonnage  of  vessels  under  50  tons,  as  stated  above,  is 
accounted  for  by  the  introduction  of  gasoline  boats  wliich  are  of 
small  importance  with  respect  to  the  great  bulk  of  trafhc  on  the  rivers. 

On  the  other  hand  the  report  of  the  United  States  census  shows  an 
increase  m  both  number  and  tonnage  of  unrigged  craft  (or  barges) 
on  the  Mississippi  river  and  tributaries,  as  given  below : 

Number.  Tonnage. 

1889 6,328        3,171,636 

1906 8,187         4,265,740 

It  would  therefore  seem  that,  while  the  decHne  in  steam  tonnage 
is  by  no  means  a  measure  of  traffic  (in  view  of  the  existence  of 
barges),  it  is  nevertheless  an  evidence  of  the  decline  of  certain  classes 
of  traffic  wliich  include  nearly  all  commodities  except  coal. 

A  new  and  increasingly  important  factor  in  the  local  traffic,  of  the 
Mississippi  Valley  and  elsewhere,  is  the  gasoline  boat.  These  boats 
do  not  compete  with  the  packet  lines  on  through  traffic,  but  they  are 
taking  over  the  local  business  to  a  considerable  extent.  They  are 
active  in  detached  sections  of  the  Ohio  from  Sistersville,  W.  Va.,  as 
far  as  Paducah,  Ky.,  and  especially  in  the  Little  Kanawha,  Great 
Kanawha,  and  Muskingum  rivers  and  other  tributaries  of  the  Ohio. 
One  gasoline  boat  does  not  attempt  to  cover  more  than  15  or  20 
miles,  but  a  series  of  boats  on  connecting  sections  will  furnish  com- 
petition over  a  considerable  distance.  Some  of  the  gasoline  boats 
are  'Hramps,'  liaAdng  no  regular  route,  but  go  wherever  they  find 
business. 

These  gasoline  boats  are  adapted  to  carrying  a  little  freight  on  deck 
in  the  bow,  but  for  the  greater  part  of  their  length  they  are  housed 
over  to  furnish  quarters  for  the  captain  and  one  or  two  assistants. 
Tliis  inclosed  portion  contains  also  the  gasoline  engine  and  tank. 
These  boats  are  propelled  by  a  stern  wheel  of  the  same  type  as  the 
western  river  steamboat,  but  smaller.  Freight  is  generally  carried 
on  flats,  one  (or  sometimes  two)  of  wliich  constitutes  a  tow.  These 
flats  carry  from  5  to  60  tons,  averaging  about  25  tons,  and  their  maxi- 
mum draft  when  loaded  is  about  3  feet.  With  the  engines,  a  gasoline 
boat  costs  from  $500  to  $3,500,  the  average  being  about  $1,500.  The 
operating  expenses  of  these  gasoline  boats  are  less  than  those  of  the 
steamboat,  wliich  is  said  to  be  due  maiiil}"  to  restrictions  placed  upon 
the  steamboat  by  the  Government.  An  ordinary  steamer  is  required 
to  have  several  licensed  men,  usually  not  less  than  5  or  6,  wliile  a 
gasoline  boat  of  less  than  15  gross  tons  is  required  to  have  only  1  or  2, 
and  this  only  when  it  carries  passengers  for  hire.  By  far  the  greater 
part  of  these  boats  are  under  1 5  tons.  The  cost  of  operating  an  ordi- 
nar}^  river  steamer  is  about  $45  per  day,  and  that  of  a  gasoline  boat 
about  $5  per  day.  They  will  tow  a  barge  in  at  any  point  on  the  river 
where  the  farmer  or  planter  has  anything  to  ship  and  take  it  to  mar- 
ket or  its  destination  at  a  rate  under  the  steamboat  rate.     Compe- 


COMMERCE   ON   INTERIOR  RIVERS  99 

tition  of  the  gasoline  boats  has  been  going  on  for  several  years  and 
is  increasing  every  year.  Knowing  the  steamboat  rates,  they  cut 
them  just  enough  to  secure  the  trade. 

Steamboat  men  accuse  owners  of  gasoline  boats  of  doing  everytliing 
in  their  power  to  have  their  boats  measure  under  15  tons  to  escape  the 
United  States  inspection  rules.  The  United  States  authorities,  in 
computing  tonnage,  measure  only  the  inclosed  portions  of  the  boats, 
excluding  the  engine  room.  Taldng  advantage  of  this,  so  it  is  claimed, 
gasoline  boats  make  their  engine  rooms  large,  although  the}"  msij 
carry  passengers  and  freight  therein;  and  in  some  cases  certain  parts 
of  the  sides  are  made  adjustable,  to  be  lowered  when  the  inspectors 
are  aboard,  to  secure  this  space  from  computation.  As  soon  as  the 
inspectors  are  out  of  sight  these  sides  are  raised  again. 

The  gasoline  boat  under  15  tons  is  subject  to  no  United  States  or 
other  official  regulation,  except  that  when  it  carries  passengers  for 
hire  it  must  have  a  licensed  operator  and  life-preservers  for  all  on 
board.  No  examination  is  required  to  secure  such  license.  Many 
complaints  have  been  received  hj  the  Bureau  of  Corporations 
asldng : 

Why  should  these  boats  be  allowed  to  be  propelled  by  gasoline,  practically  without 
restriction,  when  the  steamlxtat,  subject  to  the  most  rigid  rules  of  inspection  and  fitted 
with  safety  appliances,  is  not  allowed  to  carry  any  gasoline,  not  even  an  empty  barrel 
that  contained  it? 

OPERATING  AGENCIES 

Owners  of  vessels  operating  on  western  rivers  fall  under  three 
groups:  (a)  individuals,  (b)  partnerships,  (c)  corporations  organized 
under  State  laws.  Under  this  head,  of  course,  are  included  not  only 
agencies  engaged  in  the  regular  steamboat  service,  but  also  those 
operating  vessels  as  an  adjunct  to  productive  enterprises.  Part 
ownership,  the  form  in  which  sailing  vessel  property  has  been  gen- 
erally held  on  the  North  Atlantic  coast,  has  been  encountered  in  only 
a  single  instance  among  the  steamboat  lines  on  the  western  rivers. 

Data  concerning  ownership,  together  with  other  information  con- 
tained in  schedules,  received  by  the  Bureau  of  Corporations  from 
many  of  the  companies  and  others  operating  fleets  on  western  rivers, 
are  set  forth  in  the  accompanying  table  entitled  "  Operating  agencies 
on  interior  rivers."  Reading  from  left  to  right,  in  the  first  column  of 
the  table  is  shown  the  name  of  the  owner  of  a  given  fleet ;  the  second 
shows  the  form  of  organization;  then  follow  the  name,  class,  and  ton- 
nage, gross  and  net,  of  vessels  composing  the  fleet;  the  nature  of  the 
business  in  which  the  fleet  is  engaged,  and  the  character  of  freight 
handled.  This  table  is  not,  however,  a  complete  list  of  agencies 
operating  on  these  rivers. 


100 


REPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 


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COMMERCE    ON   INTEEIOR  RIVERS  109 

OHIO  RIVER  TRAFFIC 

The  traffic  movement  on  the  Ohio  lliver  consists  of  package  freight 
and  bulk  freight.  The  former  includes  merchandise,  manufactured 
products,  and  farm  products  transported  by  individual  vessels  or 
fleets  of  steam  packet  boats  owned  by  corporations  and  operated  on 
various  sections  of  the  river.  Bulk  freight  consists  mainly  of  coal 
handled  by  fleets  of  large  coal  companies,  with  headquarters  at  Pitts- 
burg, notably  the  Monongahela  River  Consolidated  Coal  and  Coke 
Company,  a  subsidiary  concern  of  the  Pittsburg  Coal  Company. 
There  is  also  a  considerable  movement  of  logs  and  rafts  out  of  the 
tributaries  of  the  Ohio  to  sawmills  at  such  points  as  Cincinnati  and 
Evansville. 

The  railroads  in  many  ways  hinder  the  development  of  river  traffic. 
At  Pittsburg  and  other  points  on  the  river  the  railroads  have  gained 
control  of  much  of  the  land  available  for  landing  and  terminal  facili- 
ties, and  have  also  occupied  long  stretches  of  the  river  banks  with 
railroad  tracks.  The  railroad  control  of  terminal  facilities  and  their 
withdrawal  from  prorating  arrangements  with  the  river  lines  are  dis- 
cussed in  other  sections  of  this  Appendix. 

PACKET    LINES    ON    OHIO    RIVER 

It  is  important  to  note  that  in  addition  to  the  regular  packet  lines 
owned  by  corporations  there  are  many  boats  on  the  Ohio  owned  by 
individuals  and  partnerships,  as  well  as  numerous  gasoline  boats. 
The  following  are  the  more  important  packet  lines  transporting  pack- 
age freight  on  the  Monongahela  and  the  Ohio  rivers: 

1.  Monongahela  and  Oliio  Packet  Company,  a  West  Virginia  cor- 
poration, organized  in  May,  1906.  Capital  stock  authorized,  $60,000; 
issued,  $.37,000.  Operates  a  fleet  of  3  steamers  on  the  Monongahela 
River.  Purchased  the  property  of  the  Pittsburg  and  Morgantown 
Packet  Company,  and  during  1906  operated  from  Pittsburg  to 
Brownsville,  Pa.,  and  Morgantown,  W.  Va. ;  in  1907,  on  the  removal 
of  the  old  Baltimore  and  Ohio  Railroad  bridge  below  Fairmont,  W.  Va., 
extended  its  line  to  the  latter  point.  Traffic  consists  of  general  mer- 
chandise. 

2.  Pittsburgh,  Wheeling  and  Parkersburg  Packet  Line,  a  partner- 
ship, established  in  1906.  Operates  a  fleet  of  3  steamers  between 
Pittsburg,  and  Parkersburg,  W.  Va.     Railroads  do  not  prorate. 

3.  Pittsburg  and  Cincinnati  Packet  Line.  Incorporated  in  1893 
under  the  laws  of  West  Virginia.  Capital  stock  authorized,  $200,000; 
issued,  $195,200.  Operates  a  fleet  of  3  steamers  between  Pittsburg 
and  Cincinnati  and  all  important  intermediate  points,  carrjdng  iron 
and  steel  manufactures,  glassware,  and  merchandise,  south;  with 
farm  products,  whisky,  wooden  ware,  furniture,  and  leather  goods, 
north.  Joint  freight  rates  with  the  Louisville  and  Nashville  railroad 
to  Nashville  and  Clarksville,  Tenn.  Formerly  had  prorating  arrange- 
ments with  other  railroads  reaching  the  South  and  West,  but  these 
arrangements  with  water  lines  were  withdrawn  by  the  railroads  about 
1900,  with  the  exception  above  noted. 

4.  Muskingum  and  Ohio  .River  Transportation  Company.  Incor- 
porated in  1901  under  the  laws  of  Ohio.     Capital  stoclc,  $24,000. 


110  REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

Operates  1  steamer  between  Pittsburg,  Pa.,  and  Zanesville,  Ohio. 
Carries  live  stock,  farm  products,  pottery  and  sewer  pipe,  manu- 
factured iron,  and  general  merchandise. 

5.  Oliio  and  Great  Kanawha  River  Packet  Company,  a  partnership, 
operating  1  steamer  between  Charleston,  W.  Ya.,  and  Pittsourg,  which 
carries  iron  and  steel  manufactures,  farm  products,  and  general  mer- 
chandise. 

6.  Ohio  and  West  Virginia  Transportation  Company.  Incorpo- 
rated in  1904  under  the  laws  of  Ohio.  Capital  stock,  $25,000.  Op- 
erates 2  vessels  between  Marietta,  Ohio,  and  Sistersville,  W.  Va.,  and 
Middleport,  Ohio,  carr^^ing  general  merchandise. 

7.  Cincinnati,  Pomero}^  and  Charleston  Packet  Company.  Incor- 
porated in  1905  under  the  laws  of  Ohio.  Capital  stock,  $50,000. 
Operates  a  fleet  of  4  steamers  between  Cincinnati,  Ohio,  and  Cliarles- 
ton,  W.  \a.,  Huntington,  W.  \a..,  Pomeroy,  Ohio,  Maysville,  Ky., 
and  Chilo,  Ohio,  carrying  general  merchandise  east  and  farm  products 
west.  Railroads  do  not  prorate.  The  general  manager  of  this  com- 
pany operates  1  steamer  between  Pittsburg,  Pa.,  and  Charleston,  W. 
Va.,  under  the  name  of  the  Pittsburg  and  Kanawha  River  Packet 
Company. 

8.  Cincinnati,  Portsmouth,  Big  Sandj^  and  Pomeroy  Packet  Com- 
pany. Incorporated  in  1873  under  the  laws  of  Ohio.  Capital  stock, 
$150,000;  bonded  indebtedness,  $28,000.  Owns  1  steamer,  but  ex- 
pects to  go  out  of  business,  and  states  that  the  Cincinnati,  Pomeroy 
and  Charleston  Packet  Company  is  operating  boats  where  this  com- 
pany formerly  operated. 

9.  Louisville  and  Cincinnati  Packet  Company.  Incorporated  in 
1894  under  the  laws  of  Kentucky,  as  successor  to  the  United  States 
Mail  Line.  Capital  stock,  $250,000.  Operates  a  fleet  of  6  steamers 
between  Cincinnati,  Ohio,  and  Louisville,  Ky.,  and  Madison,  Ind.,  and 
from  IVIadison,  Ind.,  to  Carrollton  and  Warsaw,  Ky.,  carrying  passen- 
gers and  all  kinds  of  freight  except  bulk  grain  and  freiglit  too  large 
to  handle.     Railroads  do  not  prorate. 

10.  Evansville  and  Bowling  Green  Packet  Company.  Incorpo- 
rated in  1898  under  the  laws  of  Indiana.  Capital  stock,  $20,000. 
Operates  a  fleet  of  4  stern- wheel  steamers  between  Evansville,  Ind., 
and  Bowling  Green,  Ky.,  Mammoth  Cave,  Ky.,  and  intermediate 
landings  on  Green  and  Barren  rivers  in  Kentucky,  carrying  merchan- 
dise and  farm  and  forest  products.  Railroads  prorate  between 
certain  points  where  through  tarift's  are  published  and  in  effect. 

11.  Louisville  and  Evansville  Packet  Company.  Incorporated  in 
1902,  under  the  laws  of  Kentucky,  as  successor  to  the  Ijouisville  and 
Evans^nlle  Mail  Line.  Capital  stock,  $90,000;  bonded  indebtedness, 
$170,000.  Operates  a  fleet  of  4  steamers  and  1  towboat,  carrying 
general  merchandise,  farm  products,  and  passengers.  Railroads  pro- 
rate on  joint  tarift's. 

12.  Evansville,  Paducah  and  Cairo  Packet  Line.  Incorporated  in 
1904  under  tiie  laws  of  Indiana.  Capital  stock,  $25,000.  Operates  2 
steamers  between  Evansville,  Ind.,  and  Paducah,  Ky.,  connecting  for 
Cairo,  111.,  carrying  fluor-spar,  general  merchandise,  and  farm  j)rod- 
ucts.     Stated  that  railroads  do  not  prorate. 

13.  RymanLine.  Incorporated  in  1904  under  the  laws  of  Tennes- 
see.    Capital  stock  authorized,  $100,000;  issued,  $57,000.     Operates 


COMMERCE    ON   INTERIOR  RIVERS  .  Ill 

a  fleet  of  6  steamers  between  Nashville,  Tenn.,  and  Evansville,  Incl., 
Paducah,  Mills  Springs,  and  Albany,  Ky.,  carrying  tobacco,  live 
stock,  grain  of  all  kinds,  pig  iron,  eggs,  and  general  merchandise. 
Railroads  prorate  with  this  line. 

14.  Cumberland  and  Tennessee  Transportation  Company.  Incor- 
porated under  the  laws  of  Kentuck3^  Capital  stock,  $40,000.  Op- 
erates 2  steamers  and  18  barges  between  Nashville,  Tenn.,  and 
Burkesville,  Ky.,  and  also  to  Carthage,  Tenn.,  handling  staves, 
lumber,  cross-ties,  and  coal.     Railroads  prorate. 

15.  St.  Louis  and  Tennessee  River  Packet  Company.  Incorpo- 
rated April  13,  1887,  under  the  laws  of  Missouri.  Capital  stock, 
$150,000.  Operates  a  fleet  of  6  freight  and  passenger  steamers  and  4 
barges  between  St.  Louis,  Mo.,  and  Waterloo,  Ala.,  fi'om  Danville  to 
Savannah,  Tenn.,  and  fi'om  Waterloo,  Ala.,  to  Paducah,  Ky.,  and 
Florence,  Ala.,  carrying  general  merchandise  from  St.  Louis  to  the 
Tennessee  River  with  return  forest  products.  In  response  to  inter- 
rogatory relating  to  prorating  agreements  the  company  states:  "By 
the  combination  of  the  two  locals  we  handle  some  through  business 
beyond  our  direct  line." 

ASSOCIATIONS    OF    OHIO    RIVER  LINES 

So  far  as  the  Bureau  of  Corporations  has  been  able  to  learn,  there 
is  only  one  association  of  Ohio  River  lines,  namely,  the  Pittsburg 
Coal  Exchange,  whose  name  does  not  indicate  its  purpose.  This  is 
an  organization  of  steamboat  rather  than  coal  interests,  and  includes 
most  of  the  steamboat  owners  of  Pittsburg,  bulk  carriers  as  well  as 
packet  lines,  those  who  are  not  members  affiliating  with  it,  thus  giv- 
ing concerted  action.  The  present  organization  of  the  exchange 
dates  from  1891,  but  its  informal  organization  extends  back  for  many 
years. 

The  announced  purposes  of  the  Pittsburg  Coal  Exchange  are  the 
prevention  of  encroachments  on  navigation,  the  removal  of  obstruc- 
tions in  the  river,  the  creation  of  a  sentiment  favorable  to  river 
improvement,  and  the  settlement  of  labor  differences.  It  publishes 
no  list  of  members.  Capt.  J.  F.  Tilley,  of  the  Monongaliela  River 
Consolidated  Coal  and  Coke  Company,  is  secretary  of  the  Pittsburg 
Coal  Exchange. 

BULK  TRAFFIC 

This  constitutes  the  main  movement  on  the  Ohio  and  its  tribu- 
taries. The  principal  traffic  is  in  coal,  but  there  is  also  some  traffic  in 
lumber,  sand,  steel  products,  brick,  and  farm  products,  chiefly  grain. 
Years  ago  much  oil  came  dowTi  the  Allegheny,  but  to-day  this  trade 
has  disappeared. 

Coal 

By  far  the  most  important  bulk  shipments  are  those  of  soft  coal 
trom  the  coal  ''tipples"  on  the  Monongahela  and  Kanawha  rivers  and 
from  Pomeroy  Bend  and  Huntington,  W.  Va.,  on  the  Ohio.  Coal 
used  by  the  iron  and  steel  mills  in  the  Pittsburg  district  is  brought 
down  the  Monongahela  River,  the  bulk  of  it  from  the  first  four 


112 


EEPOET   OF    THE   INLAND   WATERWAYS   COMMISSION 


"pools."  There  is  more  or  less  extensive  movement  of  coal  in  the 
"short  river"  trade  as  far  as  Cincinnati;  and  coal  is  also  transported 
to  all  important  industrial  centers  on  the  lower  Ohio  and  lower 
Mississippi,  as  far  south  as  New  Orleans,  in  what  is  known  as  the 
"long-river"  trade. 

Twenty-five  barges  and  coal  boats,  carrying  from  12,000  to  20,000 
tons  of  coal  usually  make  a  fleet  in  the  upper  Ohio.  Below  Louisville, 
where  is  situated  the  Louisville  and  Portland  Canal,  around  the  Falls 
of  the  Ohio,  the  fleets  are  enlarged,  and  carried  downstream  by 
larger  steamers  or  towboats.  Full-sized  tows  include  from  35,000  to 
50,000  tons  of  coal,  and  there  is  a  record  tow  of  56,000  tons  passing 
Memphis. 

1.  The  Monongahela  River  Consolidated  Coal  and  Coke  Company 
is  the  largest  bulk  carrier  of  coal  on  the  Ohio  and  Mississippi  rivers. 
It  was  incorporated  in  1899  as  successor  to  a  number  of  small  com- 
panies, and  IS  controlled  through  stock  ownership  by  the  Pittsburg 
Coal  Company.  It  operates  a  fleet  of  80  towboats  and  steamers  and 
about  4,000  coal  boats,  barges,  and  other  craft.  The  cargo-carrying 
craft  represents  a  total  tonnage  of  2,785,000  tons. 

Since  its  organization  this  company  has  towed  more  than  30,000,000 
tons  of  its  own  coal.  It  maintains  distributing  and  retailing  centers 
at  Pittsburg,  Cincinnati,  Louisville,  Evansville,  Paducah,  Cairo,  Mem- 
phis, Helena,  Vicksburg,  Natchez,  Baton  Rouge,  and  New  Orleans. 

In  1906  the  total  river  coal  shipments  of  this  company  amounted 
to  4,698,527  tons,  of  which  4,677,709  tons  were  from  its  mines  on  the 
Monongahela  River  and  20,818  tons  from  its  mines  at  Dekoven,  Ky. 
The  deliveries  of  this  immense  tonnage  are  set  forth  in  the  following 
table : 


River  coal  deliveries  of  Monongahela  River  Consolidated  Coal  and  Coke  Company,  1906 


Quantity. 

Quantity. 

Pittsburg,  Pa 

Tons. 

2,298,398 

731,519 

553,963 

10,440 

15, 497 

44,563 

164,200 

7,849 

53,351 

Tons. 
7,329 

Greenville,  Miss -.. 

11,344 

Vicksburg,  Miss 

39  696 

Paducah,  Ky 

Natchez,  Miss 

36, 085 
11,984 

Evansville,  Ind. . .             

Bayou  Sara,  La 

Cairo,  111...              

Baton  Rouge,  La  . . 

9,403 

St.  Louis,  Mo 

702,906 

Total 

Memphis,  Tenn 

4,698,527 

In  this  same  year  this  company's  vessels  carried  7,790  tons  of  iron 
and  steel  manufactured  products  from  Pittsburg  to  Louisville;  and 
51,653  tons  to  Cairo  and  other  points  south.  Of  glassware,  136  tons 
were  carried  from  Pittsburg  to  New  Orleans.  The  upriver  movement 
consists  of  sugar,  molasses,  and  lumber. 

In  regard  to  the  effect  of  the  organization  of  this  company  on 
rates  the  following  information  has  been  secured.  Before  the 
formation  of  the  Monongahela  River  Consolidated  Coal  and  Coke 
Company  there  was  an  extensive  river  business  in  transporting 
paving  bricks  and  blocks  from  New  Cumberland,  W.  Va. ;  but  after 
the  organization  of  the  Monongahela  River  Consolidated  Coal  and 


COMMERCE    ON   INTERIOR  RIVERS  113 

Coke  Company  no  independent  companies  were  left ;  and  the  manager 
of  a  company  interested  in  this  movement  stated,  to  a  representative 
of  the  Bureau  of  Corporations,  that  rates  were  increased,  and  ship- 
ments by  water  became  unprofitable.  On  the  other  hand,  while  the 
upriver  rate  on  molasses  has  also  been  somewhat  increased,  the  ship- 
pers feel  compensated  by  the  more  regular  and  better  service  and  the 
better  condition  of  the  craft. 

Attention  may  also  be  called  to  the  contract  of  the  Pittsburg  Coal 
Company  to  furnish  coal  to  the  United  States  Steel  Corporation  for  a 
term  of  years,  said  to  be  twenty-five  years,  which  is  delivered  by 
water,  through  the  Monongahela  River  Consolidated  Coal  and  Coke 
Company  whenever  possible,  because  cheaper. 

2.  American  Steel  and  Wire  Company.  Considerable  coal  is  also 
moved  by  the  fleet  of  2  towboats  and  90  barges,  20  of  which  are  steel, 
belonging  to  the  American  Steel  and  Wire  Company.  These  vessels 
are  engaged  in  carrying  coal  from  the  company's  mines  on  the  third 
and  sixth  pools  of  the  Monongahela  River  to  its  mills  at  Donora, 
Rankin,  and  Braddock,  Pa.,  as  well  as  to  its  Schoenberger  mill  in 
Pittsburg  on  the  Allegheny  River.  This  involves  an  annual  move- 
ment of  about  450,000  tons.  The  barges  of  the  American  Steel  and 
Wire  Company  also  transport  steel  billets  from  its  Schoenberger 
mill  in  Pittsburg  to  its  mills  at  Rankin,  Pa. 

3.  Vesta  Coal  Company.  This  is  the  name  of  the  company  under 
which  the  Jones  &  Laughlin  Steel  Company  supplies  itself  with  coal. 
The  organization  of  this  company  for  the  economical  transportation 
of  coal  is  unexcelled.  The  statement  is  made  that  with  the  modern 
steel  "tipples"  at  Allenport  and  California,  Pa.,  and  on  the  fourth 

gool  of  the  Monongahela  River,  together  with  the  constant  service  the 
oats  maintain,  this  company  enjoys  the  cheapest  transportation 
service  in  the  world,  carrying  coal  between  the  mmes  and  the  mills,  a 
distance  of  48  miles,  at  the  low  cost  of  3|  cents  to  5  cents  per  ton. 

4.  C.  Jutte  &  Company,  a  corporation  with  which  is  affiliated  the 
People's  Coal  Company,  is  engaged  in  the  river  coal  trade,  the  fleet  of 
the  affiliated  companies  taking  coal  from  Pittsburg  to  Cincinnati, 
Louisville,  and  New  Orleans. 

5.  The  A.  R.  Budd  Coal  Company  sends  all  its  coal  "down  river," 
and  is  affiliated  with  the  West  Kentucky  Coal  Company,  of  Paducah. 
Memphis,  and  New  York.  The  Budd  Coal  Company  also  sends  coal 
to  the  lower  Mississippi. 

6.  The  United  Coal  Company  is  a  rail  coal  company,  supplying  a 
considerable  portion  of  the  northwest  by  rail  and  lake.  Its  interest 
in  Ohio  River  shipments  is  confined  to  the  Cincinnati  trade,  where 
the  company  conducts  a  retail  coal  business  through  the  Trum  Coal 
Company. 

Other  companies  engaged  in  the  river  coal  trade  at  Pittsburg  are: 
The  Blaine  Coal  Company,  the  Schoenberger  Coal  Company,  the 
Clyde  Coal  Company,  the  Diamond  Coal  and  Coke  Company,  the  Dil- 
worth'Coal  Company,  and  the  Parker  Run  Coal  and  Coke  Company. 

A  large  movement  of  river  coal  also  comes  down  the  Great  Kana- 
wha River,  aggregating  1,460,680  tons  in  1905.  The  principal  com- 
panies engaged  in  towing  this  river  coal  are  the  Campbell's  Creek  Coal 
Company,  Marmet  Coal  Company,  E.  J.  Hickey  Transportation  Com- 


114  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

pany,  Collins  and  Hartweg,  The  Otto  Marmet  Coal  and  Mining  Com- 
pany, and  the  Winifrede  Coal  Company.  The  Monongahela  River 
Consolidated  Coal  and  Coke  Company  also  buys  coal  on  the  Kanawha 
River  for  shipment  downstream.  The  market  of  the  Kanawha  coal  is 
principally  at  Cincinnati,  and  at  Newport  and  Covington,  Ky. 

The  United  States  Coal  and  Oil  Company,  of  Hoi  den,  W.  Va.,  sliip 
coal  by  river  from  Huntington,  W.  Va.,  to  an  elevator  owned  by 
them  at  Sekidan  (North  Bend),  Ohio,  a  few  miles  below  Cincinnati. 
From  their  elevator  at  Sekidan  they  have  an  extensive  rail  business 
and  maintain  a  sales  office  at  Cincinnati  in  the  name  of  the  Island 
Creek  Fuel  Company.  On  the  river  the  coal  of  the  United  States 
Coal  and  Oil  Company  is  known  as  the  Island  Creek  coal. 

T.  J.  Hall  &  Co.  and  others  carry  coal  from  tipples  at  Pomeroy  Bend 
in  the  Ohio. 

CINCINNATI  AS  A  DISTRIBUTING  POINT  FOR  COAL 

River  coal  forms  a  considerable  factor  in  the  local  trade  at  Cin- 
cinnati, and  there  are  14  coal  elevators  on  the  river  at  Cincinnati  and 
8  more  on  the  Kentucky  side.  Formerly  Cincinnati  was  also  an  im- 
portant distributing  point  for  river  coal;  but  this  trade  has  largely 
disappeared.  No  coal  is  now  shipped  by  river  from  Cincinnati  ex- 
cept such  as  may  be  held  there  for  a  time  on  its  way  down  the  river, 
and  such  cargoes  are  not  rehandled  at  Cincinnati.  Rail  shipments  of 
river  coal  from  Cincinnati  are  made  principally  to  southeastern  In- 
diana, to  the  district  outlined  by  the  cities  of  Jeffersonville,  Indian- 
apolis, and  Richmond.  Some  shipments  are  made  to  points  in  In- 
diana outside  of  this  territory.  Some  of  these  points  are  reached  only 
at  a  premium  over  all  rail  shipments,  as  the  river  coal  is  said  to  be 
more  desirable  for  domestic  purposes  on  account  of  the  rescreening  at 
Cincinnati. 

Much  the  greater  share  of  the  coal  distributed  by  rail  from  Cin- 
cinnati is  of  coal  received  at  Cincinnati  by  rail.  This  coal  is  brought 
to  Cincinnati  by  the  following  railroads:  Chesapeake  and  Ohio,  Nor- 
folk and  Western,  Baltimore  and  Ohio  Southwestern,  Louisville  and 
Nashville,  and  Queen  and  Crescent. 

Much  of  this  rail  coal  is  consumed  at  Cincinnati  and  vicinity,  but  the 
greater  part  of  it  is  turned  over  to  other  railroads  at  Cincinnati — such 
as  the  Big  Four;  Cincinnati,  Hamilton  and  Dayton,  and  the  Penn- 
sylvania lines,  and  consigned  to  points  in  the  Northwest  and  to 
Canada.  This  all-rail  trade  to  the  Northwest  includes  Chicago  and 
points  in  Wisconsin,  Minnesota,  North  and  South  Dakota,  and  Iowa. 

Other  rail  coal  that  finds  a  market  in  the  Middle  West  includes 
coal  mined  in  the  Jackson  (Ohio)  district,  and  around  Terre  Haute, 
Ind.  Some  coal  also  appears  to  be  hauled  from  the  Pittsburg  (Pa.) 
district  hj  the  all-rail  route.  These  rail  coals  come  in  competition 
with  the  river  coal  from  Cincinnati,  and  it  is  claimed  that  the  rail 
rates  are  adjusted  to  favor  the  rail  coal  at  the  expense  of  the  river 
coal. 

In  an  interview  with  an  agent  of  the  Bureau  of  Corporations,  an 
officer  of  a  commercial  association  at  Cincinnati  made  the  following 
statement  in  regard  to  the  effect  of  the  development  of  the  railroad 
coal  business  on  the  Ohio  river  traffic: 


COMMERCE   ON   INTERIOR  RIVERS  115 

Before  the  Chesapeake  and  Ohio  Railroad  was  built  into  Cincinnati,  about  1890  or 
1891,  the  greater  part  of  the  coal  used  there  and  in  central  and  southern  Ohio,  as 
well  as  ill  central  and  southern  Indiana,  was  brought  down  the  Ohio  River  in  barges 
from  the  Pittsburg  and  Great  Kanawha  River  coal  districts.  The  Cincinnati,  Wash- 
ington and  Baltimore  Railroad,  running  between  Parkersburg  and  Cincinnati,  had 
no  mines  on  its  line,  and  ha^^ng  no  particular  interest  in  coal  as  a  producer  was  not 
hostile  to  river  coal  at  Cincinnati.  The  Ohio  and  Mississippi  Railroad,  running  from 
Cincinnati  to  St.  Louis,  also  welcomed  river  coal,  since  it  gave  them  a  traffic  move- 
ment out  of  Cincinnati. 

Tlie  Cincinnati,  Washington  and  Baltimore  road  became  the  Baltimore  and  Ohio 
'  Southwestern,  after  which  it  acquired  the  Ohio  and  Mississippi  Railroad.  After  this 
merger  the  Baltimore  and  Ohio  took  over  the  consolidated  companies.  At  this  time 
the  attitude  of  the  roads  began  to  change.  The  Baltimore  and  Ohio  had  coal  mines 
on  its  line  in  the  Fairmont,  W.  Va.,  district,  and  about  1897  the  officials  of  the  Balti- 
more and  Ohio  Southwestern  became  interested  in  coal  property  at  Luhrig,  Athens 
('ounty,  Ohio;  antl  the  railroad  company  built,  or  caused  to  be  built,  two  coal  eleva- 
torg  at  Cincinnati  foi"  the  use  of  the  company  mining  Luhrig  coal,  to  handle  it  for  the 
Cincinnati  market . 

The  officials  of  the  railroad,  being  stockholders  of  the  coal  company,  made  rates  from 
Luhrig  to  Cincinnati  which  were  sufficiently  low  to  compete  with  the  other  coal  in  the 
Cincinnati  Tuarket,  and  an  attempt  was  made  to  fix  this  rate  so  that  other  coal  would 
be  eiccluded.  They  made  secret  rates  to  the  coal  companies  (all  intrastate)  and  this 
coal  cut  a  big  figure  in  the  market  until  its  better  seams  became  exhausted.  This  and 
the  previous  acquirement  by  the  Baltimore  and  Ohio  of  the  Baltimore  and  Ohio 
Southwestern  changed  the  attitude  of  those  roads  toward  river  coal,  and  their  rates 
10  points  north  and,^west  of  Cincinnati  and  their  switching  charges  at  Cincinnati  were 
advanced  to  aid  the  coal  trade  at  Luhrig  and  Fairmont. 

As  the  better  quality  of  the  Luhrig  seams  became  exhausted  during  the  last  few 
years  its  iiifluence  on  the  market  became  minimized;  and  the  Baltimore  and  Ohio 
sought  to  aid  the  development  of  the  mines  around  Fairmont,  W.  Va..  also  on  their 
lines.  The  two  elevators  that  had  been  built  at  Cincinnati  for  the  use  of  the  Luhrig 
Coal  Company  passed  into  the  hands  of  the  Fairmont  Coal  Company,  and  the  influence 
of  the  Baltimore  and  C)hio  was  transferred  to  that  company,  including  the  Somerset 
Coal  Company  and  the  Consolidation  Coal  Company. 

Shipment  of  gas  coal  from  Cincinnati  through  Indiana  and  Illinois  has  been  ex- 
tensile. This  fonnerly  came  chiefly  from  the  Pittsburg  and  Kanawha  districts  by 
river;  but  recently  the  Baltimore  and  Ohio  Southwestern  and  the  Pittsburg,  Cincin- 
nati, Chicago  and  St.  Louis  railroads  have  advanced  rates  from  Cincinnati,  in  order 
to  enforce  the  long  haid  from  the  Pittsburg  and  Kanawha  districts. 

The  coal  &m  of  W.  H.  Brown's  Son  (affiliated  Avith  the  Mononga- 
hela  River  Consolidated  Coal  and  Coke  Company),  whose  elevator  is 
located  on  the  Pittsburg,  Cincinnati,  Chicago  and  St.  Louis,  or  Street- 
Connection  track,  desired  to  make  arrangements  with  the  Baltimore 
and  Oliio  Southwestern  to  absorb  the  s\\dtching  charge  of  8  cents  per 
ton  (by  including  it  in  the  through  rate)  on  shipments  destined  to 
points  on  its  line.  Although  at  first  refusing  to  make  this  arrange- 
ment, the  railroad  company  has  since  made  the  concession  asked, 
and  at  the  present  time  makes  the  same  rate  from  Brown's  Son's 
elevator  to  points  on  the  Baltimore  and  Ohio  Southwestern  as  to 
elevators  located  on  its  own  track. 

At  the  time  the  above  request  was  made  tlie  switching  charges  of 
the  Cincinnati  Street  Connection,  on  which  Brown's  Son's  elevator  is 
located,  were  taken  care  of  and  absorbed  by  roads  other  than  the 
Baltimore  and  Ohio  Southwestern  leading  out  of  Cincinnati.  For 
instance,  the  fi'eight  rate  on  a  shipment  of  river  coal  to  some  points, 
say,  on  the  Cincinnati,  Hamilton  and  Dayton  fi'om  the  point  where 
the  Cincinnati  Street  Connection  would  deliver  it,  would  be  30  cents 
per  ton.  To  this  the  switching  charge  would  be  added.  This  charge 
by  the  Cincinnati  Street  Comiection  is  8  cents  per  ton,  with  a  mini- 


116  REPORT    OF   THE   INLAND   WATERWAYS   COMMISSION 

mum  of  $2  per  car.  Assuming  that  the  shipment  is  a  full  car  of  30 
tons,  the  switching  charge  on  this  would  be  $2.40  and  the  freight 
rate  from  the  point  of  delivery  to  the  Cincinnati,  Hamilton  and  Day- 
ton to  the  point  of  destination  would  be  $9,  or  a  total  of  $11.40. 
This  would  be  38  cents  per  ton  from  the  Cincinnati  elevator  to  the 
point  of  destination. 

This  switching  charge  is  a  very  elastic  quantity.  Formerly  it  was 
a  flat  rate  of  $1.50  per  car.  Then  the  Baltimore  and  Ohio  South- 
western raised  its  charge  to  8  cents  per  ton,  an  increase  of  3  cents 
per  ton  on  30-ton  cars. 

In  addition  to  this  switching  charge,  the  Baltimore  and  Ohio  South- 
western and  the  Pittsburg,  Cincinnati,  Chicago  and  St.  Louis  have 
recentl}^  gotten  together  and  made  arrangements  to  advance  rates 
on  gas  coal  from  Cincinnati  from  15  cents  to  20  cents  per  ton  to  points 
north  and  west  on  those  two  roads — particularly  to  points  in  southern 
Indiana  and  Illinois. 

Coal  coming  by  river  to  Cincinnati  cannot,  therefore, profitably  go 
out  on  the  Baltimore  and  Ohio  Southwestern  to  nearby  points  o\\Tng 
to  the  above  charges  for  switching.  The  river  business  has  thus  been 
practically  killed  to  suburban  points  around  Cincinnati  and  mate- 
rially diminished  to  points  in  Indiana  and  Illinois. 

A  Cincinnati  operator  in  river  coal  cites  other  instances  of  what  he 
calls  the  ''fence"  the  railroad  interests  have  been  building  for  a 
niunber  of  years  back  around  the  coal  operators  that  make  use  of 
the  river  for  transportation.     He  asserts  that — 

the  fence  has  been  built  so  high,  and  has  been  moved  in  a  little  more  every  year, 
until  it  is  so  close  to  Cincinnati  that  river  coal  can  not  compete  with  this  all-rail  coal 
that  comes  from  the  same  districts,  in  the  outskirts  of  Cincinnati,  although  it  can 
where  the  coal  has  to  be  hauled  by  wagons  farther  in  the  city  of  Cincinnati. 

He  also  states : 

We  formerly  enjoyed  a  fine  trade  out  on  the  Louisville  and  Nashville  Railroad,  but 
some  years  ago  that  road,  in  the  interest  of  its  coal  mines  in  Tennessee  and  southern 
Kentucky,  advanced  the  rates  south  on  their  road  to  as  much  as  for  going  25  to  50 
miles  as  they  charge  for  bringing  coal  from  Tennessee  mines  to  Cincinnati,  the  whole 
distance.     Of  course  this  resulted  in  cutting  us  out  of  business. 

This  operator  thinks  there  should  be  a  law  whereby  terminal  and 
switching  charges  should  be  just  as  low  on  river  coal  as  is  paid,  aside 
from  rebates  or  other  offsets,  on  coal  that  comes  in  from  the  same 
initial  sections  on  railroads.     He  concludes: 

Protection  of  this  character  will  be  necessary  on  coal,  and  we  presume  on  other 
goods,  particularly  large  bulk  commodities,  if  the  rivers  are  to  continue  unhampered 
in  their  usefulness,  and  the  people  are  to  have  the  benefit  of  the  large  sums  of  money 
which  are  being  and  should  be  spent  upon  navigable  waters  of  the  United  States, 
particularly  those  of  the  Ohio  Valley. 

River  Sand 

A  number  of  companies  are  engaged  in  dredging  and  delivering 
sand  and  gravel  from  the  Monongahela,  Allegheny,  and  Ohio  rivers 
in  the  neighborhood  of  Pittsburg,  and  from  the  Ohio  river  at  other 
points.  This  sand  and  gravel  is  largely  used  in  building  operations, 
niore  especially  in  all  kinds  of  concrete  work.  Sand  is  also  exten- 
sively used  in  the  steel  and  glass  industries  around  Pittsburg. 


COMMERCE    ON    INTERIOR  RIVERS  117 

Lumber 

From  its  tributaries  in  West  Virginia  and  Kentucky,  the  Ohio 
River  receives  great  quantities  of  logs  of  pophir,  oak,  walnut,  and 
other  woods,  which  are  brought  by  tram  roads  to  the  smaller  rivers 
and  creeks  from  points  as  far  as  50  miles  back  from  these  streams. 
They  are  floated  down  the  creeks  and  rivers  to  the  Ohio,  where  they 
are  made  into  rafts  and  towed  to  mills  at  points  along  the  Ohio.  At 
Cincinnati  are  several  important  mills.  All  the  logs  used  at  the 
mills  of  one  of  the  largest  companies  are  brought  by  river,  the  cost  of 
this  river  transportation  being  estimated  at  about  50  cents  per  thou- 
sand feet.  The  rail  rates  on  these  logs  are  prohibitive,  amounting 
to  10  and  15  cents  per  hundred,  making  a  cost  of  about  $4.50  per 
thousand  feet  delivered  at  Cincinnati.  Logs  and  railroad  ties  are 
also  received  by  river  at  Evansville,  coming  from  the  Green,  Wabash, 
Tradewater,  Saline,  and  Cumberland  rivers.  Much  of  this  towing  is 
done  by  small  steam  and  gasoline  towboats.  The  logs  are  sawed  at 
Evansville,  a  considerable  proportion  entering  the  export  trade. 

It  is  claimed  that  water  transportation  means  an  annual  saving  to 
the  lumber  operators  of  the  Ohio  Valley  of  about  S3,000,000, 

Grain 

Grain,  principally  corn  grown  in  Vanderburg,  Gibson,  and  Posey 
counties,  Ind.,  and  in  the  adjacent  counties  of  Illinois,  is  shipped 
by  river  to  Evansville,  Ind.,  and  Henderson,  Ky.,  for  market  in  the 
southeastern  cotton-growing  States.  This  grain-growing  territory 
tributary  to  Evansville  extends  up  the  Ohio  River  for  about  25  miles 
above  Owensboro,  Ky.,  and  as  far  down  as  Paducah,  K}^.,  up  the 
Wabash  for  a  distance  of  40  or  50  miles,  and  also  up  the  lower  courses 
of  the  wSaline  and  Little  Wabash  rivers.  The  farmers  haul  the  grain 
to  the  rivers,  selling  it  to  the  buyer  delivered  there,  and  at  several 
points  along  the  rivers  buyers  maintain  warehouses  and  landings. 
From  these  points  the  grain  is  brought  to  Evansville  and  Henderson 
both  by  packets  and  barges;  and  whenever  practicable  shippers 
prefer  to  send  it  in  bulk  to  save  sacking. 

From  Evansville  and  Henderson  this  grain  goes  south  both  by  rail 
and  river.  Whenever  there  is  sufficient  water  on  the  Tennessee 
River,  the  grain  can  be  carried  directly  to  Nashville  for  distribution 
at  that  point.  Through  rates  to  points  in  the  Southeastern  States 
give  this  water  rate  to  Nashville  an  advantage  of  several  cents  per 
hundred;  and  the  farmer  receives  more  (sometimes  as  much  as  2 
cents  per  bushel)  than  when  shipments  must  be  made  from  Evans- 
ville and  Henderson  by  rail. 


118 


REPORT   OF   THE  INLAND   WATERWAYS    COMMISSION 


TOTAL  TRAFFIC  ON   THE    OHIO 


According  to  the  reports  of  the  Government  engineers,  the  total 
traffic  movement  on  the  Ohio  River  for  a  period  of  years  is  repre- 
sented by  the  following  figures : 


1894 
1895 
1896 
1897 
1898 
1899 


Tons. 


7, 795, 501 
7,963,478 
9,914,435 

11,265,638 
6,756.627 

13, 529, 729 


1900 
1902 
1903 
1904 
1905 
1906 


Tons. 


14,054,322 
12,202,017 
12,499,842 
10.142,5.51 
13, 103, 056 
11,427,784 


These  statistics  are  compiled  from  reports  made  by  owners,  agents, 
and  masters  of  vessels  and  transportation  companies,  in  compliance 
with  act  of  Congress  approved  February  21,  1891.  The  detailed 
statistics  for  the  year  1905  are  presented  in  the  following  table: 


COMMERCE    ON   INTERIOR   RIVERS 


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REPORT   OF   THE  INLAND   WATERWAYS    COMMISSION 


DISTRIBUTION    OF   TRAFFIC 


Besides  packet  lines  and  bulk  carriers  the  traffic  covered  by  the 
foregoing  data  includes  local  ferry  lines  and  car  ferries,  and  also  the 
local  transportation  of  sand  and  gravel,  which  should  hardly  be  con- 
sidered as  part  of  the  important  long-distance  water  traffic.  On  the 
other  hancl,  it  is  probable  that  it  does  not  include  some  steamboat 
traffic  on  the  Ohio  below  Louisville,  wliich  does  not  pass  any  Gov- 
ernment improvement,  nor  the  local  traffic  of  gasoline  boats.  It  is 
also  clear  that  the  above  totals  do  not  include  the  enormous  local  traffic 
on  the  Monongahela  River  which  stops  at  Pittsburg.  Including  the 
latter,  it  seems  probable  that  the  total  volume  of  traffic  on  the  Ohio 
and  Monongahela  rivers  is  over  20,000,000  tons  a  3'ear. 

Mr.  George  H.  Anderson,  long  connected  with  the  Pittsburg  Cham- 
ber of  Commerce,  estimates  the  gross  traffic  on  the  Oliio  River  at 
25,000,000  tons  annually.  This  is  obviously  an  excessive  figure  for 
the  strictly  Oliio  River  trade,  but  is  perhaps  a  fair  estimate  if  intended 
to  include  also  the  local  movement  on  the  Monongahela  River  and 
other  tributaries  of  the  Ohio. 

The  distribution  of  this  traffic  at  various  points  is  indicated  by 
the  following  table:" 


1905. 

1905. 

Tons. 

2, 464, 445 
11, 447, 444 
12, 269, 020 

Davis  Island  Dam 

Tons. 
3, 247, 753 

Great  Kanawha  River 

1,013,889 

Louisville 

1,436,674 

Much  of  the  traffic  at  each  of  the  pomts  in  the  above  table  is  dupli- 
cated at  one  or  more  of  the  other  points,  so  that  an  aggregate  of 
these  figures  would  be  much  in  excess  of  the  total  traffic  movement. 

It  will  be  noted  that  the  greatest  volume  of  traffic  centers  at  Pitts- 
burg, where  the  local  tonnage  of  the  Allegheny  and  Monongahela 
rivers  is  combined.  The  movement  down  the  Ohio  from  Pittsburg 
is  indicated  by  the  tonnage  at  Davis  Island  Dam;  and  this  is  in- 
creased by  the  traffic  out  of  the  Great  Kanawha  River  and  other 
tributaries,  and  by  local  freight.  The  aggregate  movement  from 
Pittsburg  and  the  Kanawha  River  is  about  5,000,000  tons.  But  a 
large  part  of  tliis  stops  at  Cincinnati  and  Louisville,  and  the  through 
traffic  to  the  lower  river  is  indicated  by  the  tonnage  of  1,436,674  at 
the  latter  point. 

UPPER  MISSISSIPPI  RIVER  TRAFFIC 

The  freight  movement  on  the  Mississippi  falls  under  the  twofold 
division  of  (1)  traffic  on  the  upper  Mississippi;  and  (2)  traffic  on  the 
lower  Mississippi. 

The  traffic  on  the  upper  river  is  handled  by  the  fleet  of  one 
through  packet  line  from  St.  Paul  to  St.  Louis,  by  several  lines 
operating  between  intermediate  points,  and  by  other  vessels  owTied 
by  individuals. 

o  Compiled  from  U.  S.  Chief  of  Engineers  Report  for  1906. 


COMMERCE   ON   INTERIOR  RIVERS  125 

PACKET   LINES   ON  THE  UPPER  MISSISSIPPI 

The  Diamond  Jo  Line  of  steamers  is  one  of  the  leading  lines  on  the 
Mississippi  and  the  only  one  connecting  the  termini  between  which 
this  line  runs,  which  are  St.  Louis  and  St.  Paul,  vessels  stopping  at 
Keokuk  and  Burlington,  Iowa,  and  other  intermediate  points.  The 
company  was  incorporated-  in  1903  under  the  laws  of  Missouri,  to 
succeed  an  Iowa  corporation  of  the  same  name  whose  property  was 
sold  by  special  master's  sale  in  1903  at  Carthage,  111.  Capital  stock, 
$200,000.  The  fleet  consists  of  four  steamers  engaged  in  carrying 
package  freight  north,  with  merchandise,  grain,  flour,  and  live  stock 
south.  The  freight  tonnage  in  recent  years  has  varied  from  25,000 
to  over  40,000  tons.  The  Diamond  Jo  Line  owns  several  barges,  a 
wharf  boat  at  St.  Louis,  and  warehouses  at  various  river  points. 

The  schedule  received  from  this  company  by  the  Bureau  of  Cor- 
porations states  that  it  is  seldom  that  tramp  steamers  are  ever  en- 
countered in  the  trade  of  this  line. 

The  schedtile  also  states: 

Our  aim  is  to  make  our  freight  rates  less  than  the  raih'oads.  Wliile  we  have  no 
agreements  with  any  railroad ,  we  make  our  freight  tariffs  out  based  on  a  reduction  of 
from  20  to  33J  per  cent  less  than  the  rail  rates.  For  on  account  of  frequent  service 
of  the  railroads  and  quicker  time  by  rail,  and  also  on  account  of  the  cost  to  the  shipper 
for  marine  insurance  on  shipments  of  freight,  it  is_  necessary  to  make  considerably 
lower  rates  by  river  to  secVire  a  fair  share  of  the  business. 

It  is  the  custom  with  the  railroads  in  our  territory  to  make  special  or  commodity 
rates  on  some  particular  class  of  shipments,  especially  at  local  points,  and  such  articles 
may  be  manufactured  or  shipped  by  only  one  shipper  at  such  local  point.  We  have 
reason  to  believe  that  such  rates  were  made  only  with  the  understanding  that  the  rail- 
road was  to  get  all  the  business. 

Referring  to  these  commodity  rates  given  by  railroads,  the  general 
passenger  and  freight  agent  of  the  Diamond  Jo  Line,  St.  Louis,  made 
the  following  statement  to  an  agent  of  the  Bureau  of  Corporations 
in  the  summer  of  1907: 

This  custom  exists  along  the  river  from  Burlington  to  St.  Louis.  Such  arrange- 
ments are  in  effect  at  Quincy,  111.,  at  which  point  the  Burlington  Railroad  has  made 
such  rates  on  show  cases,  cereals,  and  other  commodities.  The  rate  is  one  that  can 
be  taken  advantage  of  by  all  shippers,  yet  it  results  that,  since  there  are  only  one  or 
two  factories  at  each  point  making  such  shipments,  the  benefit  of  the  rate  operates 
to  their  advantage.  The  Burlington  is  the  direct  road  from  these  river  points,  and  is 
the  road  that  fixes  the  rate,  l)ut  other  roads  meet  the  Burlington  rates  at  such  points 
where  competition  exists.  An  example  of  this  is  the  Wabash  at  Quincy.  This  con- 
dition exists  chiefly  below  Burlington.  Above  Burlington  the  season  for  the  boat 
line  is  so  short  that  the  railroads  do  not  find  it  necessary  to  adopt  such  methods. 

On  most  classes  of  merchandise  the  rates  of  the  Diamond  Jo  Line  run  20  per  cent 
below  the  rail  rate  between  St.  Louis  and  Keokuk;  25  per  cent  below  between  St. 
Louis  and  Nauvoo,  Fort  Madison  and  Burlington,  Iowa;  and  33i^  per  cent  less  from  St. 
Louis  to  all  points  north  of  Burlington,  to  and  including  St.  Paul.  Even  at  these  rates  "^^^^ 
the  boats  carry  little  freight.  The  reason  for  this  is  that  the  l:)oats  can  not  depend 
upon  a  navigable  stage  of  water.  In  winter  the  river  is  closed  by  ice  for  several  months, 
and  in  summer  gets  so  low  that  it  is  frequently  impossible  to  navigate  the  boats.  With 
a  6-f()ot  stage  of  water  assured ,  the  company  would  put  on  a  different  type  of  boat,  espe- 
cially adapted  to  the  handling  of  freight,  and  a  great  deal  of  new  business  would  be 
attracted  to  the  river,  because  of  the  lower  rates  that  could  be  made. 

Formerly  the  Diamond  Jo  Line  enjoyed  a  considerable  trade  in  flour  from  the 
Minneapolis  mills.  On  this  business  the  boat  line  paid  the  railroad  arbitrary  from 
Minneapolis  to  St.  Paul  and  a  wagon  transfer  charge  at  St.  Paul,  and  yet  competed 
with  the  railroad  to  St.  Louis.  There  was  so  much  trouble  with  low  water,  however, 
that  the  business  has  gone  to  the  railroads.  The  millers  would  sell  the  flour  delivered 
in  St.  Louis,  basing  the  price  on  the  steamboat  freight  rate.  Then  the  river  would  fall 
and  the  contract  would  have  to  be  filled  by  rail  shipment,  entailing  a  loss  of  the  differ- 
ence between  the  boat  rate  and  the  rail  rate. 


126  REPORT  OF   THE  INLAND   WATERWAYS   COMMISSION 

Under  present  conditions  the  Diamond  Jo  Line  will  not  contract  to  handle  heavy 
shipments  of  this  kind,  and  the  only  contract  they  make  is  one  from  trip  to  trip.  It 
could  handle  export  flour  routed  via  New  Orleans,  but  it  can  not  guarantee  any  con- 
nection below  St.  Louis,  there  being  no  through  lines  to  New  Orleans  at  the  present 
time. 

The  boat  line  has  brought  as  many  as  5,000  barrels  of  flour  from  St.  Paul  in  a  single 
cargo,  being  flour  consigned  to  New  Orleans,  but  for  the  reason  stated  the  line  can  no 
longer  handle  this  business. 

Under  the  present  river  conditions  the  mills  and  factories  are  locating  on  tracks 
farther  and  farther  back  from  the  river,  and  drayage  on  carload  lots  is  getting  to  be 
more  and  more  of  a  factor  that  operates  against  the  boats. 

The  traffic  of  the  Diamond  Jo  Line  is  a  passenger  traffic  almost  altogether.  What 
freight  business  is  done  is  mostly  a  general  merchandise  business  between  St.  Louis 
and  St.  Paul.     No  grain  now  comes  to  St.  Louis  from  the  upper  Mississippi. 

In  addition  to  the  Diamond  Jo  Line,  several  small  packet  lines  op- 
erate on  the  upper  Mississippi.  Among  these  are  the  Carnival  City 
Packet  Company,  between  Davenport  and  Burlington,  Iowa,  and  be- 
tween Keokuk,  Iowa,  and  Quincy,  111. ;  the  Eclipse  Company,  between 
Lyons  and  Leclaire,  Iowa;  the  New  St.  Louis  and  Calhoun  Packet 
Company,  between  St.  Louis  and  points  in  Calhoun  -County,  111.; 
and  the  Eagle  Packet  Company,  from  St.  Louis  to  points  on  the 
Mississippi  and  Illinois  rivers  as  far  as  Peoria,  111. 

KANSAS    CITY  LINE 

A  new  boat  line  has  recently  been  established  on  the  Missouri 
River  between  St.  Louis  and  Kansas  City.  A  former  line  which  was 
in  operation  between  the  same  points  some  twelve  or  fifteen  years 
ago  went  out  of  business  after  the  reduction  of  rail  rates.  The 
physical  difficulty  with  which  the  new  line  has  to  contend  is  that  the 
boats  are  not  of  a  type  adapted  to  the  Missouri  River  service,  being 
small  carriers  with  a  capacity  of  about  300  tons  each.  It  is  thought 
that  the  two  boats  are  not  heavy  enough  for  the  currents  of  the  Mis- 
souri River,  which  require  larger  boats,  strongly  built,  and  powerful 
engines.  The  rates  of  this  new  Kansas  City  line  are  (August,  1907) 
considerably  lower  than  by  rail,  the  railroads  having  not  yet  met 
these  rates. 

TRAFFIC  ON  THE  LOWEB,  MISSISSIPPI 

This  section  of  the  river,  because  of  the  freight  tonnage  it  receives 
from  the  Ohio,  Cumberland,  Tennessee,  Arkansas,  and  numerous 
streams  farther  south,  has  always  been  recognized  as  of  greater  com- 
mercial importance  than  the  upper  reach.  This  relative  importance  it 
still  retains.  For  causes  more  fully  described  in  subsequent  portions 
of  this  Appendix,  however,  traffic  movement  on  the  lower  Mississippi 
has  so  materially  declined  in  recent  years  that  the  supremacy  once 
enjoyed  by  the  Mississippi  River  has  been  transferred  to  the  Ohio. 

XFew  realize  that  Pittsburg,  rather  than  either  St.  Louis  or  New 
Orleans,  is  to-day  the  most  important  river  point  in  America.  The 
shifting  ascendancy  of  rivers  and  ports  marks  still  wider  changes  in 
the  agricultural  and  industrial  life  of  the  Middle  West  and  Southwest. 
Among  other  things  it  signalizes  on  the  one  hand  a  railroad  expansion 
in  a  territory  to  which  improved  means  of  communication  have 
hitherto  been  undeveloped,  and  on  the  other  the  adaptation  in  one  of 
the  most  advanced  industrial  districts  in  the  world  of  a  very  old  form 
of  transportation  to  the  requirements  of  a  new  age.     A  packet  boat 

fpn  the  Mississippi  and  a  steel  barge  on  the  Ohio  reflect  two  entirely 
different  stages  of  American  economic  progress. 


COMMERCE   ON   INTERIOR  RIVERS  127 

PACKET   LINES    ON    THE    LOWER    MISSISSIPPI 

As  contrasted  with  the  single  important  packet  line  on  the  upper 
Mississippi — the  Diamond  Jo  Line — there  are  to-day  about  a  dozen 
more  or  less  important  packet  lines  on  the  lower  section,  not  to 
mention  individual  steamers  and  some  gasoline  boats.  Some  of  the 
packet  lines  use  the  Mississippi  only  for  the  purpose  of  reaching 
points  on  tributary  streams,  but  none  of  them  send  their  vessels  from 
St.  Louis  or  the  Ohio  River  through  to  New  Orleans.  Here  and 
there,  moreover,  may  be  found  evidences  of  a  division  of  territory 
between  the  regular  packet  lines,  although,  so  far,  there  is  no  positive 
proof  of  any  such  understanding. 

Wl^ile  there  are  no  longer  any  through  lines  of  packets  between  St. 
Louis  and  New  Orleans,  there  is  still  a  considerable  interchange  of 
merchandise  between  towns  like  St.  Louis,  Memphis,  Vicksburg, 
Natchez,  and  lower  river  ports,  as  well  as  points  on  the  Arkansas  and 
other  streams,  which  furnish  cotton,  cotton  seed,  and  other  planta- 
tion products  in  return  for  plantation  supplies.  Packet  lines,  more- 
over, running  between  St.  Louis  and  various  points  on  the  Ohio, 
Tennessee,  and  Cumberland  rivers — lines,  for  example,  like  the  Lee 
Line  (Ohio  River  division)  and  the  St.  Louis  and  Tennessee  River 
Packet  Line — appear  to  prosper. 

The  following  is  a  list  of  the  more  important  packet  lines  on  the 
lower  Mississippi,  together  with  some  account  of  their  organization 
and  operation: 

1 .  Lee  Line  steamers :  Unincorporated ;  fleet  composed  of  8  steam- 
boats, operated  over  the  following  divisions:  Cincinnati  and  Memphis 
division,  St.  Louis  and  Memphis  division,  Cairo  and  Memphis  division, 

/.  Memphis  *aricl  Ashport  (Tenn.)  division,  Memphis  and  Friars  Point 
(Miss.)  division.     The  vessels  carry  miscellaneous  freight. 

2.  St.  Louis  and  Tennessee  River  Packet  Company:  Operating  from 
"St.  Louis  via  the  Ohio  River  to  points  on  the  Tennessee  River. 

S^"Eagle~p■acket  Company:  Incorporated  under  the  laws  of  Mis- 

3  souri,  1903;  capital  stock,  $150,000;  operates  4  steamers  between  St. 

Louis  and  Cape  Girardeau  and  Commerce,  Mo.,  in  addition  to  the 

u"priver  lines  noted  above.     Merchandise  outbound;  live  stock  and 

farm  products  inbound. 

4.  Arkansas  River  Packet  Company:  Incorporated  under  the  laws 
of  Tennessee;  capital  stock,  S150,000;  fleet  of  4  steamers  operating 
between  Memphis  and  Vicksburg  and  Little  Rock.  From  Memphis 
the  boats  carry  general  merchandise  and  plantation  supplies,  with 
return  cargoes  of  cotton  and  cotton  seed.  This  line  has  recently  com- 
pleted arrangements  with  the  Monongahela  River  Consolidated  Coal 
and  Coke  Company  whereby  cotton  brought  to  Memphis  by  the  packet 
line  will  hereafter  be  taken  to  New  Orleans  in  model  barges  of  the  latter 
company  and  delivered  alongside  ocean-going  steamships  bound  for 
Liverpool,  Havre,  etc.,  at  20  cents  per  hundred,  including  an  allow- 
ance for  insurance.  The  rail  rate  for  the  same  haul  is  22  cents.  The 
Arkansas  River  Packet  Company  uses  the  Southern  Freight  Classifi- 
cation on  the  east  side  of  the  Mississippi,  and  the  Western  Classifica- 
tion on  the  opposite  side,  to  rail  competitive  points. 

This  company  states  that  the  line  has  given  up  prorating  with 
railroads  for  the  reason  that ' '  the  railroads,  after  taking  shipments  of 


128  REPORT   OF   THE  INLAND   WATERWAYS   COMMISSIOlsr 

cotton  for  the  East  and  for  the  export  trade,  would  cause  delivery 
to  be  delayed  after  they  had  loaded  the  cars  from  the  boat  Imes  and 
would  hurry  their  own  shipments.  Boat  line  had  to  pay  same  rate 
as  otlier  local  shippers." 

The  Arkansas  River  Packet  Company  owns  one-half  the  stock  of 
the  Consolidated  Wharf  Boat  Company  at  Memphis,  representing 
$10,000  (the  other  half  being  owned  by  the  Memphis  and  Arkansas 
City  Packet  Company) ;  and  it  also  owns  a  warehouse  at  Pine  Bluff 
and  is  building  another  at  Little  Rock. 

5.  Memphis  and  Arkansas  City  Packet  Company:  Incorporated 
1889  under  the  laws  of  Arkansas;  capital  stock,  $100,000;  operates  1 
steamboat  between  Memphis  and  Arkansas  City,  carrying  general 
merchandise,  cotton,  and  cotton  seed. 

The  only  other  boat  line  running  between  the  same  terminals  is  the 
Memphis  and  Vicksburg  Packet  Line;  railroad  competitors,  Illinois 
Central  (Yazoo  and  Mississippi  Valley)  and  Missouri  Pacific. 

6.  Vicksburg  and  Greenville  Packet  Company:  Incorporated  1886 
under  the  laws  of  Mississippi;  capital  stock,  $65,000.  Owns  1  steamer 
in  the  Vicksburg  and  Greenville  trade,  chartered  to  the  Arkansas  River 
Packet  Company,  which  has  an  option  on  same. 

7.  Natchez  and  Bayou  Sara  Packet  Company:  Partnership,  operat- 
ing a  small  packet  boat  between  points  indicated,  stopping  at  inter- 
mediate plantation  landings.  Boat  carries  miscellaneous  freight, 
plantation  supplies,  cotton,  and  cotton  seed.  Rates  between  Loui- 
siana points  are  required  to  be  filed  and  approved  by  the  Louisiana 
State  railroad  commission. 

This  boat  runs  in  competition  with  New  Orleans  and  Vicksburg 
boats  and  Yazoo  and  Mississippi  Valley  Railroad;  also  with  tramp 
steamers,  the  effect  of  which  is  to  make  shippers  dissatisfied  in  dull 
seasons. 

8.  JVIississippi  Packet  Company:  Incorporated  1892  under  the  laws 
of  Mississippi;  capital  stock,  $50,000.  Owns  3  stern-wheel  steam- 
boats, one  of  which  is  operated  by  the  Natchez  Transportation  Com- 
pany, New  Orleans.  Vessels  ply  between  New  Orleans  and  False 
River,  La.,  carrying  general  merchandise,  sugar,  molasses,  cotton,  and 
cotton  seed.  All  transportation  companies  prorate  on  freights  for- 
warded by  this  company's  boats.  Two  boats  only  operate  three  or 
four  months  in  the  year. 

9.  Lyon  Packet  Company:  Partnership;  operates  2  passenger  and 
freight  steamboats  between  Greenville,  Miss.,  and  Luna  and  Sunny 
Side,  Ark.,  carrying  cotton  and  plantation  supplies, 

10.  Natchez  Transportation  Company:  Incorporated  in  Mississippi 
in  1902.  Capital  stock,  $40,000.  Owns  1  steamer  but  operated 
in  1905  another  steamer,  owned  by  the  Mississippi  Packet  Company. 
Operates  from  New  Orleans  to  Harwood,  Ark.,  and  has  a  regular 
tariff  authorized  by  the  Louisiana  State  railroad  commission. 

11.  Ouachita  Transportation  Company:  Organized  under  the  laws 
of  Illinois  in  1898.  Capital  stock,  $35^000.  Owns  and  operates  1 
steamer  from  New  Orleans  to  the  Bends  above  Vicksburg.  The 
steamer  of  the  Natchez  Transportation  Company  runs  in  the  same 
trade,  and  in  the  slack  months  the  boats  of  the  two  companies  run 
in  alternate  months;  in  the  cotton  season  both  boats  are  operated 
on  different  days.     Traffic  consists  of  merchandise   and  plantation 


COMMERCE   ON   INTERIOR  RIVERS  129 

supplies  north;    and  cotton,  cotton  seed,  rice,  sugar  and  molasses 
south. 

Among  other  lines  may  be  mentioned:  The  Planters'  Packet  Com- 
pany, operating  between  Memphis  and  O.  K.,  Miss.;  and  from  New 
Orleans  the  Baton  Rouge  and  Atchafalaya  Packet  Company  to  Mel- 
ville, La.,  and  the  Parker  Line  to  Monroe,  La.,  on  the  Ouacliita  River. 

ASSOCIATIONS    OF    MISSISSIPPI   RIVER    PACKET    LINES 

At  St.  Louis  there  is  an  organization  known  as  the  St.  Louis 
Steamboat  Managers'  Association,  Jolm  E.  Massengale,  chairman. 
It  is  an  informal  organization  for  mutual  protection,  one  of  the  results 
acliieved  being  the  abolition  of  wharfage  charges  against  steam- 
boats at  St.  Louis.  John  E.  Massengale,  chairman,  is  traffic  man- 
ager of  the  St.  Louis  and  Tennessee  River  Packet  Company  (affiliated 
with  the  Louisville  and  Nashville  Railroad) ;  J.  W.  Fristoe,  another 
member  of  the  executive  committee,  was  formerly  president  of  the 
St.  Louis-Chester-Cape  Girardeau  Line.;  Henry  hejhe,  sr.,  also  of  the 
executive  committee,  is  president  of  the  Eagle  Packet  Company, 
and  W.  K.  Kavanaugh,  of  the  executive  committee,  is  president  of 
the  Wiggins  Ferry  Company,  the  stock  of  which  is  controlled  by 
an  association  of  railroads  centering  in  St.  Louis. 

From  a  statement  made  to  a  representative  of  the  Bureau  of  Cor- 
porations by  an  official  of  one  of  the  boat  lines  in  this  association, 
it  seems  clear  that  there  is  an  understanding  among  the  members 
that  none  of  them  shall  aid  or  afford  wharf  facilities  to  any  new 
boat  line  that  may  enter  into  competition  with  any  other  member. 
The  effectiveness  of  this  agreement  to  shut  out  new  lines  will  be 
appreciated  when  it  is  understood  that  the  members  control, 
directly  or  indirectly,  the  greater  part  of  the  river  front  most  avail- 
able for  landing  purposes  at  St.  Louis. 

There  is  also  a  Steamboats  Traffic  Association  at  New  Orleans 
which  makes  rates  for  the  boat  lines  on  intrastate  commerce,  which 
are  filed  with  the  State  railroad  commission  for  approval. 

BULK   FREIGHT   ON    THE    LOWER    MISSISSIPPI 

Of  bulk  freight  on  the  lower  Mississippi,  coal  from  the  Ohio  River 
constitutes  the  main  factor.  There  is  some  movement  of  lumber 
up  river  and  on  the  tributaries.  Grain  is  now  of  very  small  impor- 
tance. 

Grain 

No  grain  is  shipped  out  of  St.  Louis  by  river  to  any  considerable 
extent,  the  export  business  by  this  route  being  entirely  dead.  For 
many  years  the  St.  Louis  and  Mississippi  Valley  Transportation 
Company,  which  was  probably  controlled  by  Gould  interests,  success- 
fully engaged  in  the  grain  trade  between  St.  Louis  and  New  Orleans, 
but  has  been  out  of  business  for  several  years.  The  craft  of  this 
company  were  of  w^ood,  many  of  them  over  25  years  old,  not  built 
according  to  modern  ideas,  and  it  cost  at  least  10  per  cent  per  annum 
to  keep  them  in  condition,  besides  the  high  insurance  rate  on  the 
cargo.  As  a  consequence  the  craft  of  the  line  were  sold,  most  of  the 
towboats  and  barges  being  bought  bj^  the  Monougahela  River  Con- 


130  REPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 

solidated  Coal  and  Coke  Company.  The  St.  Louis  Steel  Barge  Com- 
pany was  organized  for  this  same  grain  trade;  but  on  account  of  no 
grain  business  offering,  this  company  has  gone  into  the  business  of 
transporting  oil  in  bulk. 

Formerly  large  quantities  of  wheat,  corn,  and  oats  were  sent  by 
river  from  St.  Louis  to  New  Orleans  for  export,  but  the  building  of 
railroads  through  Nebraska,  Kansas,  Oklahoma,  and  Indian  Territory 
to  the  Gulf,  together  with  the  lack  of  attention  given  to  river  im- 
provement, have  operated  against  St.  Louis  as  a  point  of  sliipment  for 
jriver  grain.    The  last  of  the  river  shipments  taken  by  the  St.  Louis  Steel 
ABarge  Company  was  in  1902 ;'  and  the  St.  Louis  and  Mississippi  Valley 
I  Transportation  Company  went  out  of  business  shortly  afterwards. 
/  During  the  past  six  or  seven  years  several  elevators,  formerly  used 
)  for  storing  export  grain  at  St.  Louis,  have  been  dismantled  or  de- 
^  stroyed. 

When  the  Anchor  Line  of  steamers  was  running  many  shipments 
of  grain  were  made  from  Cairo,  being  drawn  from  all  over  Illinois. 
Shipments  of  oats  were  particularly  large.  With  the  building  of 
railroad  connections  from  Cairo  into  southern  territory,  the  boat 
lines  lost  the  business,  the  railroads  making  rates  low  enough  to  get 
the  trade.  At  one  time  the  rate  from  the  point  of  shipment  in  Illinois 
to  Mississippi  River  competitive  points,  to  and  including  New  Orleans, 
was  20  cents  per  100  pound.  The  carrier  north  of  the  Oliio  took  12 
cents  of  the  rate,  leaving  8  cents  to  the  carrier  south  of  the  Oliio. 
Tliis  8-cent  rate  was  ruinous  to  the  boat  line,  since  out  of  this  had  to 
be  taken  the  cost  of  rehandling  and  insurance.  The  railroads  also 
allowed  the  bulk  grain  to  be  stopped  in  transit  and  sacked,  at  the 
same  rate  of  freight.  Subsequently  the  railroads  put  in  switches  on 
the  larger  plantations  for  delivery  of  the  railroad  freight.  Finally 
most  of  the  grain  grew  on  the  railroad  line  back  from  the  river,  thus 
putting  the  boat  lines  at  a  further  disadvantage.  Another  difference 
in  the  matter  of  shipping  is  the  cost  of  loading  and  unloading.  On 
rail  shipments  the  shipper  stands  this  expense,  wliile  on  river  ship- 
ments the  loading  and  unloading  costs  are  borne  by  the  boat  line.  As 
a  result  of  these  conditions  Cairo  is  no  longer  a  point  for  grain  ship- 
ments by  river. 

Lumber 

Cairo  is  an  important  point  for  the  receipt  of  logs  and  lumber 
from  the  lower  Mississippi  and  for  railroad  ties  from  the  Cumberland, 
Tennessee,  Mississippi  and  other  streams.  Companies  engaged  in 
this  trade  are: 

Monongahela  River  Consolidated  Coal  and  Coke  Company,  and  its 
affiliated  concern,  the  Huntington  and  St.  Louis  Towboat  Company, 
of  Cairo. 

Barrett  Line,  Oscar  Barrett  owner,  Cincinnati,  operating  4  steamers 
and  21  barges, 

Fred  Bennett,  Cairo,  111.,  1  steamer  and  fleet  of  barges  doing  a  job 
business  about  Cairo. 

Cairo,  Memphis  &  Southern  R.  R.  and  Transportation  Company, 
the  river  department  of  the  Chicago  Mill  and  Lumber  Company, 
Chicago,  111.  This  company  operates  1  steamer  and  10  barges  be- 
tween Cairo  and  Arkansas  City,  Ark.,  handling  logs  exclusively  for 
the  Chicago  Mill  and  Lumber  Company. 


COMMERCE   ON  INTERIOR  RIVERS  131 

The  logs  and  lumber  brought  in  by  these  companies  are  reshipped 
at  Cairo  over  the  Big  Four  and  Illinois  Central  to  Chicago  and  points 
north  and  east.  There  has  been  much  complaint  among  shippers 
regarding  the  inability  of  the  railroads  at  Cairo  to  furnish  cars  in 
sufficient  numbers. 

Considerable  pulp  wood  is  brought  to  Cairo  by  the  steamer  and  nine 
barges  operated  by  the  Interstate  Transportation  Company,  V.  C. 
Wilson,  manager,  Hickman,  Ky.,  for  paper  mills  at  Dayton,  Ohio. 
This  pulp  wood  is  brought  to  Cairo  after  being  picked  up  at  points 
on  the  Mississippi. 

A3^er-Lord  Tie  Company,  Chicago,  111.,  owTiin^  the  Ayer-Lord  Barge 
Company,  is  said  to  be  the  largest  concern  of  its  kind  in  the  world. 
They  operate  a  fleet  of  6  or  7  steamers  and  a  number  of  barges  on  the 
Tennessee,  Cumberland,  and  Mississippi  rivers,  but  do  not  ship  from 
Cairo. 

The  most  important  log  and  lumber  towing  concern  at  Memphis  is 
the  Patton-Tully  Transportation  Company,  which  w^as  formed  in  1906 
by  a  consolidation  of  the  Memphis  Towdng,  Barge  and  Derrick  Com- 
pany and  the  Bluff  City  Towing  Company.  The  greater  part  of  the 
stock  of  the  Patton-Tully  Transportation  Company  is  o^v^led  by  the 
Anderson-Tully  Lumber  Company  of  Memphis;  but  the  transporta- 
tion company  tows  for  all  the  mills  of  Memphis,  among  which  are  the 
Bennett  Hardwood  Lumber  Company,  Moore  &  McFarrin,  and  the 
James  Thompson  Lumber  Company.  The  Wolf  River  Towing  Com- 
pany, of  Memphis,  is  another  concern  engaged  in  the  log  and  lumber 
towing  business  at  Memphis. 

Many  lumber  mills  on  the  tributaries  of  the  lower  Mississippi  oper- 
ate towboats,  handling  rafts  of  logs  and  barges  of  lumber. 

Coal 

The  principal  coal  operator  on  the  lower  Mississippi  is  the  Monon- 
gahela  River  Consolidated  Coal  and  Coke  Company.  As  far  as  can 
be  learned,  all  the  coal  this  concern  takes  to  St.  Louis  by  river  is 
shipped  to  the  Laclede  Gaslight  Company.  Towing  for  the  Monon- 
gahela  River  Consolidated  Coal  and  Coke  Company  at  St.  Louis 
is  done  by  the  Consolidated  Coal  Company,  which  is  a  Gould  prop- 
erty. There  is  no  other  coal  brought  to  St.  Louis  by  river.  Coal 
for  domestic  and  steam  purposes  is  taken  there  from  the  southern 
Illinois  fields  by  railroad. 

River  coal  coming  to  Memphis  is  not  only  used  locally  but  is  also 
shipped  over  the  various  railroads  to  points  in  the  neighboring  terri- 
tory, as  far  as  Jackson,  Tenn.,  Jackson,  Miss.,  Little  Rock  and  Hot 
Springs,  Ark.,  and  Springfield,  Mo.  At  these  different  points  the 
Pittsburg  river  coal  competes  with  coal  brought  by  all-rail  from  other 
coal  fields.  East  of  the  Mississippi  this  rail  coal  comes  from  south- 
ern Illinois,  western  and  southeastern  Kentucky,  eastern  Tennessee 
and  northern  Alabama.  West  of  the  Mississippi  the  competing  rail 
coal  comes  from  mines  at  Russellville,  Ark.,  and  in  eastern  Oklahoma. 
The  Pittsburg  coal,  however,  has  a  distinct  advantage  for  gas- 
making  purposes. 

A  coal  tipple  for  loading  river  craft  at  Greenville,  Miss.,  was  built 
about  1895  by  the  Southern  Railway  for  the  purpose  of  loading 
Alabama  coal  on  river  craft  for  transportation  to  New  Orleans  and 
lower  river  territory.     For  about  two  years  the  river  transportation 


132  EEPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 

was  performed  by  the  Ella  Layman  Transportation  Company,  of 
Charleston,  W.  Va.,  under  agreement  with  the  Southern  Railway,  but 
the  transportation  company  gave  up  the  business,  and  five  or  six 
years  ago  the  railroad,  which  had  been  operating  its  o^\^l  fleet  for 
several  j^ears,  abandoned  the  attempt,  selling  its  boats  and  barges  to 
the  Monongahela  River  Consolidated  Coal  and  Coke  Company,  which 
ran  the  fleet  for  a  year  or  two.  After  a  few  years  cessation  of  business 
at  this  point,  the  latter  company  is  again  transporting  coal  from 
Greenville. 

From  such  points  as  Vicksburg,  Natchez,  Baton  Rouge,  and  Don- 
aldsonville,  river  coal  is  delivered  in  the  ''original"  coal  boats  at 
plantations  and  sugar  and  rice  mills.  A  fleet  of  coal  boats  is  left  at 
the  "harbor"  of  one  of  these  delivery  points  and  sent  out  from  there 
as  needed.  The  coal  trade  in  the  Teche  country,  in  southern  Louisiana 
west  of  the  Mississippi,  has  been  seriously  impaired  in  the  last  few 
years  by  the  competition  of  Texas  oil. 

New  Orleans  is  much  the  most  important  point  for  river  coal  trafiic 
on  the  Mississippi.  River  coal  is  handled  here  for  supplying  ocean 
and  river  steamers,  for  the  Texas  and  Pacific  and  Southern  Pacific 
railroads,  for  local  consumption  and  for  delivery  to  plantations  and 
sugar  and  rice  mills  in  the  neighboring  territory  west  of  the  Mississippi. 
The  bunker  trade  for  ocean  steamships  forms  the  largest  part  of  the 
trafiic.  The  steamship  bunkers  are  loaded  directly  from  the  coal 
boats  in  which  the  coal  has  been  brought  from  Pittsburg.  This  is 
more  convenient  and  takes  less  time  than  to  load  from  railroad  cars 
on  the  wharf,  or  to  have  the  steamship  go  to  a  coal  elevator  to 
bunker.  River  coal  is  also  shipped  by  sea  for  consumption  at  Mexi- 
can and  Central  American  ports.  The  coal  for  locomotive  fuel  on 
the  railroads  is  also  a  very  large  item  in  the  traffic,  and  from  40,000 
to  50,000  tons  a  year  goes  out  on  the  railroads  to  the  plantation  trade. 
Most  of  this  river  coal  trade  at  New  Orleans  is  handled  by  the  Mo- 
nongahela River  Consolidated  Coal  and  Coke  Company,  either  di- 
rectly or  through  subsidiarj^  companies. 

There  is  also  some  trade  in  anthracite  coal  at  New  Orleans,  brought 
by  schooners  from  Philadelphia  and  New  York.  Coal  from  Alabama, 
Kentucky,  and  Illinois  mines  comes  by  rail  to  New  Orleans,  and  finds 
a  market  in  the  local  steam  trade  and  the  neighboring  territory  east 
of  the  Mississippi  River.  For  the  country  west  of  the  river,  the  trans- 
fer charges  on  rail  coal  give  the  river  coal  an  advantage. 

Bulk  Carriers  at  New  Orleans 

Several  companies  are  engaged  in  bulk  traffic  in  the  district 
around  New  Orleans,  principally  in  petroleum  oil  and  cotton  seed. 

The  St.  Louis  Steel  Barge  Company  handles  fuel  oil  in  bulk,  which 
is  delivered  at  plantations  and  landings  on  the  Alississippi  River  be- 
tween New  Orleans  and  Baton  Rouge.  The  compan}^  was  incor- 
porated in  1900  under  the  laws  of  Missouri,  with  a  capital  stock  of 
$100,000,  and  operates  one  towboat  and  one  steel  barge.  In  1904  it 
carried  338,158  barrels  of  oil;   in  1905,  265,686  barrels. 

The  Louisiana  Petroleum  Company  carries  its  own  oil,  received 
from  a  pipe  line  running  from  Jennings  to  Plaquemine,  La.,  and  de- 
livers along  the  Mississippi  River,  between  Memphis  and  New  Or- 
leans, and  on  Baj'ou  La  Fourche.     The  company  was  incorporated  in 


COMMERCE    ON   INTEEIOR  RIVERS  133 

1902  under  the  laws  of  Louisiana,  with  an  authorized  capital  stock 
of  $200,000,  of  which  $121,200  has  been  issued.  It  has  three  tugs  and 
six  barges. 

The  Mississippi  Transportation  Company  was  organized  in  1902 
under  the  laws  of  Louisiana,  with  an  authorized  capital  stock  of 
$20,000,  of  which  $16,400  is  issued.  It  purchased  the  equipment  of 
the  defunct  Interstate  Transportation  Company,  and  has  two  boats 
and  nine  barges,  which  operate  on  the  Mississippi  River  between  New 
Orleans  and  Greenville,  and  also  on  the  Atchaf  alaya  and  on  Red  River. 
This  company  handles  principally  cotton  seed,  but  also  coal,  lumber, 
logs  and  bricks,  and  does  some  job  towing.  It  began  operations  in 
December,  1906. 

TOTAL    FREIGHT   TONNAGE   ON    THE  MISSISSIPPI 

It  is  impossible  to  obtain  accurate  statistics  of  the  freight  traffic  on 
the  Mississippi  as  a  whole.  The  Des  Moines  Rapids  Canal  at  Keokuk 
does  not  fully  measure  the  traffic  on  the  upper  section,  and  there 
are  no  improvements  on  the  lower  section  where  the  engineers  secure 
systematic  reports  of  commerce.  Arrangements  have  been  made  by 
local  bodies  to  gather  these  statistics,  but  the  results  are  so  unsatis- 
factory that  the  total  traffic  can  only  be  guessed  at.  Some  place 
the  total  Mississippi  traffic  at  20,000,000  tons.  That  this  is  an  exag- 
geration, however,  is  very  plain.  The  engineers'  reports,  containing 
statistics  of  various  sections  of  the  river,  foot  up  a  total  traffic  in 
1905  of  only  12,650,000  tons,  of  which  5,675,318  tons  represented 
trafhc  on  the  upper  Mississippi,  and  6,974,188  tons  traffic  on  the 
lower  Mississippi ;  and  even  these  figures  duplicate  traffic  moving  fi-om 
one  section  to  another.  Detailed  statistics  are  given  in  the  forego- 
ing tables  of  navigable  streams.  The  United  States  census  reports 
the  total  freight  on  all  the  rivers  of  the  Mississippi  Valley  (includ- 
ing the  Ohio  and  its  tributaries)  in  1906  at  27,856,641  net  tons. 

HISTORICAL  REVIEW  OF   DECLINE  OF   TRAFFIC  ON  MISSISSIPPI 

RIVER 

Steamboat  transportation  on  the  lower  Mississippi  from  the  fifties 
until  the  early  eighties  was  the  chief  agency  upon  which  the  people 
of  the  Mississippi  Valley  depended  for  the  carriage   of  freight  and 
passengers.     Through  boat  Imes  running  from  Cincinnati,  Louisville, 
and  St.  Louis  to  New  Orleans  brought  down  the  products  of  the 
upper  rivers,  returning  with  sugar,  molasses,  and  other  products  from 
the  lower  river.     The  river  was  also  the   main  artery  of  passenger 
traffic,  and  receipts  from  that  source  and  from  the  carriage  of  the 
mail  were  great.     One  boat  sold  its  bar  privilege  for  the  lifetime  of 
'TT.he  boat  for  $27,000,  a  sum  that  built  the  hull  of  the  steamer.     The 
I  river  traffic  was  interrupted  by  the  war,  but  sprang  up  after  its  close. 
M3esides  the  through  lines  to  the  northern  cities,  there  was  equally 
important  trade  from  Memphis,  Greenville,  and  Vicksburg  to  New 
Orleans,  the   carriage  of  cotton  being  of  especial  importance,  as  it 
was  also  to  steamboats  running  up  the  Red,  Arkansas,  White,  Oua- 
chita, Yazoo,  and  other' streams. 
/     From  the  later  sixties  until  the  early  eighties  the  river  business 
[  enjoyed  its  greatest  importance,  and  finely  equipped  steamboats  were 
)  in  the  service. 


134  KEPOKT   OF   THE  INLAND   WATEEWAYS   COMMISSION 

One  of  the  earlier  lines  was  the  Merchants  Line,  running  from  St. 
Louis  to  New  Orleans.  The  fleet  was  not  organized  into  a  company, 
but  represented  a  group  of  separately  owned  steamboats.  The  boats 
ceased  operations  many  years  ago. 

Probably  the  most  famous  line  that  operated  on  the  lower  IMissis- 
sippi  was  the  Anchor  Line,  whose  boats  ran  south  from  St.  Louis. 
At  its  organization  the  boats  of  this  line  acquired  the  trade  to 
Memphis,  and  finally  extended  operations  to  Vicksburg  and  subse- 
quently to  New  Orleans.  The  building  of  railroads  along  the  river 
diverted  the  passenger  traffic  and  was  a  serious  blow  to  the  freight 
business.  The  owTiers  of  the  Anchor  Line  were  unable  to  cope  ^^dth 
the  railroads  and  let  their  boats  run  down.  In  1895  the  company 
sold  out  to  a  New  York  company,  which  had  the  backing  of  Austin 
Corbin  &  Co. 

/'All  the  Anchor  Line  boats  have  now  disappeared,  except  the  City 
hf  Providence,  wliich  still  runs  at  St.  Louis  as  an  excursion  boat.     At 
/one  time  the  Hne  owned  as  many  as  19  fine  steamboats,  operating 
^from  St.  Louis  to  Memphis,  Vicksburg,  and  New  Orleans. 

Much  cotton  formerly  went  to  Vicksburg  out  of  the  Yazoo  Valley. 
The  Parisot  Line  of  steamboats  ran  seven  or  eight  boats  in  this  trade, 
having  three  or  four  boats  leaving  each  week.  This  hne  operated 
only  to  Vicksburg  from  up  the  Tallahatchie,  Sunflower,  and  Yazoo 
rivers.  Two  or  three  of  its  boats  were  built  for  the  tln-ough  trade  to 
New  Orleans,  but  this  service  did  not  last  long,  the  line  fmding  it 
more  profitable  to  ship  to  Vicksburg  and  there  reload  the  cotton 
on  boats  to  New  Orleans.  Some  of  the  Parisot  boats  carried  as  many 
as  4,000  bales  of  "bi^"  cotton,  while  most  of  them  had  a  capacit}^  of 
1,000  to  2,000  bales  m  seasons  of  good  water.  When  the  water  was 
low  the  steamers  towed  barges  for  lightering  their  loads  over  shoal 
places.     This  line  was  kno^vn  as  the  "P"  Line. 

The  competition  of  the  Yazoo  and  Mississippi  Valley  Railroad  put 
the  Parisot  Line  out  of  business.  ♦The  boat  rate  of  $1  per  bale  from 
points  on  the  Yazoo  River  to  New  Orleans  was  adopted  by  the  railroad 
at  points  where  river  and  rail  met  in  competition.  At  points  back 
from  the  river  the  rail  rate  was  more.  Even  at  the  same  freight  rate 
from  competitive  points  the  railroad  had  the  advantage  in  the  matter 
of  insurance.  The  Parisot  Line  was  sold  to  the  Yazoo  and  Talla- 
hatchie Transportation  Company  about  1888.  The  latter  company 
ran  about  ten  3'ears,  finally  succumbing  to  rail  competition. 

The  Mulholland  Line  ran  between  Vicksburg  and  Greenville,  oper- 
ating one  or  two  boats.  The  property  of  the  line  was  0A\Tied  by  Capt. 
J.  J.  Powers,  of  Vicksburg,  who,  wath  Capt.  A.  F.  Nimtz,  formed  a  new 
company  for  the  same  service,  calling  it  the  Vicksburg  and  Greenville 
Packet  Company,  which  is  still  in  existence.  Up  to  about  a  year  or 
so  ago  this  company  encountered  severe  competition  from  the  Arkan- 
sas River  Packet  Company,  which  put  in  a  boat  leaving  on  the  same 
days  as  the  Belle  of  the  Bends,  the  boat  of  the  Vicksburg  and  Green- 
ville Packet  Company.  Finally  an  agreement  was  reached  by  which 
the  Vicksburg  and  Greenville  t*acket  Company  still  survives,  but  its 
steamboat  the  Belle  of  the  Bends  is  operated  by  the  Arkansas  River 
Packet  Company.  The  incorporators  and  stockholders  of  the  two 
companies  are  distinct,  but  Captain  Nimtz  has  become  the  represen- 
tative of  the  Arkansas  River  Packet  Company  at  Vicksburg. 


COMMERCE   ON   INTERIOR  RIVERS  135 

Another  important  company  engaged  in  carrying  cotton  seed  from 
the  Bends  above  Vicksburg  to  New  Orleans  was  the  Interstate 
Transportation  Company,  owning  five  or  six  towboats  and  some 
thirty  or  forty  barges.  This  company  was  in  its  prime  in  the 
eighties,  but  went  out  of  existence  twelve  or  fifteen  years  ago. 

One  of  the  most  famous  lines  that  operated  on  the  Mississippi  in 

former  days  was  composed  of  boats  running  to  New  Orleans  from 

Vicksburg.  and  Greenville,  two  a  week  from  Vicksburg  and  one  from 

Greenville.     These  were  the  Robert  E.  Lee,  J.   M.    White,  Natchez, 

Frank  Pargoud,  and  the  Katie.     They  were  separately  owned,  but 

were  generally  run  in  harmony  by  agreement,  leaving  on  different 

days.     They  were  never  organized  as  one  company,  nor  were  they 

under  common  ownership,  but  for  a  certain  period  the  earnings  were 

divided,  one  pool  lasting  for  five  years.    These  boats  were  known  as 

the  Vicksburg  and  New  Orleans  packets  and  the  Greenville  and  New 

Orleans  packets.     They  disappeared  gradually,  the  end  coming  about 

fifteen  years  ago,  as  a  result  of  the  sharp  railroad  competition. 

^  There  were  a  first  and  a  second  Robert  E.  Lee  on  the  river,  and  also 

fa  first  and  second  Natchez.     The  fu'st  Lee  was  built  in  1866  and  the 

J  first  Natchez  in  1869.     It  was  between  these  two  boats  that  the 

famous  race  from  New  Orleans  to  St.  Louis  took  place  in  1870.     The 

boats  left  New  Orleans  June  30,  the  Lee  arriving  at  St.  Louis  at  11.30 

Va.  m.  July  4,  the  Natchez  arriving  later. 

Boats  on  the  Mississippi  have  not  changed  in  type  from  those  of 

the  early  days.     The  substitution  of  steel  for  wooden  hulls  has  been 

about  the  only  change,  and  the  use  of  steel  hulls  is  not  general. 

Only  one  boat  now  running  to  Vicksburg  is  so  built.     This  boat  is 

the  S.  S.  Brown  of  the  Ai'kansas  River  Packet  Company.     She  is  a 

mew  boat.     Another  steel-hull  boat,  the  Ferd  Herold,  now  owned  by 

Ithe  Lee  Line,  at  Memphis,  and  operated  by  it  between  Memphis  and 

|St.  Louis,  made  a  few  irregular  trips  to  Vicksburg  some  ten  years  ago. 

The  opening  in  1883  of  the  Louisville,  New  Orleans  and  Texas 
Railroad,  now  known  as  the  Yazoo  and  Mississippi  Valley  Railroad, 
an  Illinois  Central  property,  went  far  toward  accomplishing  the  down- 
fall of  steamboat  traffic  on  the  lower  Mississippi.  The  railroad  par- 
alleled the  river  from  Memphis  to  New  Orleans,  reaching  all  the 
important  towns  on  the  east  bank  of  the  river.  Prior  to  the  opening 
of  the  railroad  cotton  from  this  territory  had  been  sent  to  New 
Orleans  by  river  at  $1  to  $1.50  per  bale,  but  on  the  completion  of 
the  railroad  the  rail  rate  soon  reached  a  point  where  it  was  unprofit- 
able for  the  boats  to  handle  cotton.  From  river  competitive  points 
such  as  Vicksburg  the  rail  rate  dropped  as  low  as  45  or  50  cents 
per  bale  to  New  Orleans,  while  fi'om  points  back  from  the  river  such 
as  Rolling  Fork,  Miss.,  about  40  miles  from  Vicksburg  and  10  from 
the  river,  the  railroad  recouped  itself  by  charging  $1  to  S2  per  bale. 

The  matter  of  insurance  also  operated  against  the  river  route.  The 
railroad  rates,  as  given  above,  included  the  common  carrier's  hability 
of  risk,  but  on  all  cotton  shipped  l)y  boat  the  sliipper  was  put  to 
an  additional  expense  of  from  one-half  of  1  per  cent  to  1  per  cent 
of  the  value  of  the  shipment.  The  premium  on  sliipments  from 
Vicksburg  to  New  Orleans  amounted  to  25  cents  on  a  bale  of 
cotton  valued  at 


136  BEPOET   OF   THE  INLAND   WATERWAYS   COMMISSION 

In  the  early  eighties  and  before,  there  were  Hnes  of  cotton  boats 
running  to  New  Orleans  from  Memphis,  Greenville,  and  Vicksburg, 
built  especially  to  carry  cotton.  One  of  them,  the  Henry  Frank, 
carried  the  record  cargo  of  9,226  bales,  of  which  three-fourths  were 
big  or  uncompressed  bales.  This  cargo  was  carried  to  New  Orleans 
in  1881. 

With  the  spread  of  cotton  compresses  throughout  the  South  the 
conditions  under  which  cotton  is  transported  altogether  changed. 
Formerly  the  only  compresses  were  located  at  important  centers,  such 
as  Mempliis,  Vicksburg,  and  New  Orleans.  Nowadays  any  to^\^l  of 
comparatively  slight  importance  has  its  own  compress.  Practically 
all  these  compresses  have  excellent  facilities  for  receiving  and  shipping 
the  bales  by  rail.  The  railroad  track  is  at  the  door  of  the  compress, 
and  on  cotton  that  has  been  brought  to  the  compresses  by  the  railroad 
a  ''refund"  is  allowed  if  the  cotton  is  sent  from  the  compress  by 
rail.  This  has  overturned  the  old  system  of  handling  cotton  by  river. 
The  planter  still  sends  Ms  cotton  to  the  commission  merchant  or 
factor  to  sell  and  the  latter  sells  it  to  the  cotton  buyer  who  has  the 
cotton  compress.  The  buyer  now  ships  the  cotton  directly  from  the 
compress  on  a  through  bill  of  lading  to  the  New  England  mills,  to 
Liverpool,  Havre,  or  elsewhere.  Export  cotton  is  generally  routed 
via  New  Orleans,  and  that  for  New  England  may  go  by  one  of  several 
routes,  a  good  part  of  the  latter  being  handled  b}^  the  Illinois  Central 
via  Louisville  or  Cincinnati.  ^luch  of  this  formerly  went  by  river 
to  Cairo  or  to  Cincinnati,  whence  it  was  forwarded  by  rail  to  New 
England. 

TERMINALS  AND  THEIR  CONTROL 

In  the  treatment  of  this  subject  only  so  much  of  it  as  refers  to 
terminals  on  the  Ohio  and  Mississippi  rivers  and  their  immediate 
tributaries  is  considered.  The  wider  aspects  of  the  subject  of  port 
terminal  facilities,  including  the  ownership  and  administration  of 
docks  and  wharves  on  the  Great  Lakes  and  on  the  Atlantic  and 
Pacific  seaboards,  although  in  a  measure  relating  to  commerce  on 
tidal  streams,  has  in  this  connection  been  omitted. 

In  this  portion  of  the  present  appendix  the  Ohio  River  terminals 
are  fu-st  considered,  followed  by  a  consideration  of  Mississippi  River 
terminals. 

WHARFAGE    AND    AGENCY    CHARGES   ON   THE    OHIO 

Most  of  the  river  landings  oh  the  Ohio  and  its  immediate  tributa- 
ries appear  to  be  owned  by  riparian  municipalities.  A  serious  diffi- 
culty encountered  by  lines  operating  on  the  Ohio  and  its  tributaries  is 
the  matter  of  excessive  wharfage  charges. 

According  to  representations  of  the  packet  lines  out  of  Pittsburg 
and  of  the  Pittsburg  Chamber  of  Commerce  it  is  said  to  be  a  common 
practice  for  the  little  towns  along  the  Ohio  and  its  tributaries  to  levy 
wharfage  charges,  and  if  the  packet  fines  were  to  stop  at  each  point 
ffom  Pittsburg'  to  Cincinnati  the  avera^fe  cost  would  probabl}'-  be 
from  $40  to  $60  per  boat ;  hence  in  order  to  avoid  this  expense  boat 
lines  now  stop  only  at  the  larger  ports. 

In  many  places,  in  addition  to  wharfage  charges,  a  charge  is  made 
for  so-called  "  agency  service, "  in  return  For  which  the  shipper  has  the 


COMMERCE   ON   INTERIOR  RIVERS  137 

privilege  of  carrying  the  freight  over  the  wharves.  The  result,  in 
many  places,  is  to  make  the  rate  by  boat  equal  to,  if  not  greater 
than  by  rail. 

These  charges  in  some  instances  run  from  one-fourth  to  one-third 
of  the  net  profits  of  the  boat;  for  instance,  during  the  period  fi'om 
January  25,  1905,  to  January  3,  1907,  these  charges  on  a  steamer 
running  between  Pittsburg  and  Charleston,  W.  Va.,  down  the  Ohio 
and  up  the  Great  Kanawha  rivers,  were  $3,276.69;  estimated  to  be 
about  one-fourth  the  net  profits  of  the  boat  during  that  period. 

In  a  recent  discussion  of  the  wharf  question  Mr.  H.  D.  W.  Enghsh, 
president  of  the  Pittsburg  Chamber  of  Commerce,  maintained  that 
maldng  the  wharves  a  source  of  revenue  should  not  be  encouraged 
at  the  expense  of  water  transportation  and  that  every  effort  should 
be  made  to  make  the  wharves  as  available  for  shipping  as  the  rail- 
roads. 

The  packet  line  has  to  pay  the  wharf  agents  a  commission  of  8 
per  cent  on  all  business  in  and  out,  at  such  cities  as  Hawesville, 
Ky.,  and  Tell  City,  Ind.  Wliere  the ''  wharf  boats  "  are  owned  by  indi- 
viduals they  make  a  charge  of  20  to  30  per  cent  of  the  boat  freight 
for  the  privilege  of  landing.  At  rail  competitive  points  this  charge 
has  to  be  absorbed  by  the  steamboats  to  keep  the  business  from  going 
by  rail. 

At  Parkersburg,  W.  Va.,  the  shipper  or  consignee  has  to  pay  the 
agent's  charges  in  addition  to  the  regular  freight  rate  of  the  boat, 
and  the  boat  itself  has  to  pay  out  city  wharf  charges  ranging  from 
$1  to  $2  per  week,  as  fixed  by  municipal  ordinance. 

At  Rochester,  Pa.,  the  boats  pay  a  landing  charge  and  also  an 
"agency  fee;"  and  in  addition,  the  shipper  or  consignee  pays  for  the 
use  of  the  wharf  or  wharf  boat. 

In  a  statement  to  an  agent  of  the  Bureau  of  Corporations  in  the  sum- 
mer of  1907  Mr.  W.  H.  Williams,  traffic  manager  of  the  Pittsburg 
Chamber  of  Commerce,  said : 

It  is  useless  to  think  of  spending  $60,000,000  for  tlie  improvement  of  the  Ohio  River 
if  the  local  communities  are  to  make  charges  which  will  prevent  the  merchants 
trading  at  the  various  towns  along  the  river.  The  only  use  that  could  be  made  of  the 
river  would  then  be  for  solid  cargoes  of  coal  and  other  commodities,  for  which  a 
boat  would  not  find  it  necessary  to  stop  along  the  river. 

The  Cairo  Trust  Property  is  a  corporation  that  some  sixty  years 
ago  owned  the  neck  of  land  on  which  Cairo  is  situated.  This  corpo- 
ration sold  land  from  time  to  time,  and  whenever  the  land  sold  was 
situated  on  the  river  front  the  corporation  retained  the  right  of  assess- 
ing and  collecting  wharfage.  In  1876  the ''Trust  Property"  was  sold 
by  the  United  States  court  at  Springfield,  111.,  in  foreclosure  proceed- 
ings. A  reorganization  was  efl'ectecl  in  this  court  and  the  affairs  of 
the  company  placed  in  the  hands  of  two  trustees,  Henry  and  Edwin 
Parsons,  of  New  York.  George  Parsons  acts  as  general  agent  for  the 
trustees  at  Cairo. 

The  rates  of  wharfage  obtaining  at  Cairo  are  shown  on  the  follow- 
ing^copy  of  the  tariff  of  this  corporation.  These  rates  apply  along 
tlm,  part  of  the  Ohio  River  front  that  has  been  improved  by  the 
trustees  of  the  Cairo  Trust  Property,  which  extends  from  Fourth 
street  to  Eighth  street.  Outside  of  these  Hmits  on  the  unimproved 
river  front  the  rates  are  subject  to  special  agreement,  all  wharfage 
charges  going  to  the  Cairo  Trust  Property. 

31673— S.  Doc.  325,  60-1 10 


138  REPOKT  OF   THE  INLAND   WATERWAYS  COMMISSION 


RATES   OF   WHARFAGE 


Two  and  one-fourtli  cents  per  ton  in  advance,  hull  measurement,  on  all  boats  and 
barges  for  the  use  of  the  landing  for  twenty-four  hours  or  less,  and  one-half  these  rates 
for  additional  time ;  provided ,  no  boat  shall  pay  less  than  $5  for  each  and  every  twenty- 
four  hours  or  less.  For  boats  remaining  but  six  hours  a  reduction  upon  these  rates  of 
25  per  cent  will  be  made,  and  upon  the  payment  of  one  full  wharfage  for  twenty-four 
hours  on  boats  going  downstream  they  will  have  the  right  to  land  on  return  on  same 
trip  without  additional  wharfage;  provided,  no  boat  shall  pay  less  than  §5  for  each  and 
every  twenty-four  hotu-s  or  less.  Any  departure  from  these  rates  will  be  by  special 
agreement,  but  boats  used  exclusively  in  towing,  and  boats  landing  for  repairs  or  sup- 
plies only,  will  not  be  charged  for  landing  at  river  bank  in  location  to  be  designated  by 
wharf  master,  the  time  for  use  of  landing  by  towboats  and  boats  landing  for  repairs  and 
supplies  to  be  limited  to  a  reasonable  time  to  be  fixed  by  wharf  master. 


Barges  containing  200,000  feet  and  under,  $2  per  barge,  each  load. 
Barges  containing  200,000  to  500,000  feet,  $5  per  barge,  each  load. 
Barges  containing  500,000  to  800,000  feet,  $8  per  barge,  each  load. 
Barges  containing  800,000  feet  and  upward,  |10  per  barge,  each  load. 


Boats  and  barges  of  ties  unloading  at  Cairo,  80  cents  per  1,000  ties;  but  no  boat  or 
barge  shall  pay  less  than  $2  for  each  load. 
All  loads  to  be  estimated  by  wharfage  collector. 

Following  is  the  blank  form  of  receipt  issued  by  the  Cairo  Trust 
Property  for  the  use  of  river  landings: 
No. :  Cairo,  III., ,  190-. 

Steamer To  Henry  Parsons  and  Edwin  Parsons,  Trustees  of  the  Cai^-o  Trust 

Property,  Dr. 

For  use  of  landing tons  at  rates  as  per  other  side, dollars. 

Received  payment. 

Henry  Parsons  and  Edwin  Parsons, 

Trustees. 

$ .  By 

Wharf  Master. 

At  Cincinnati  there  is  a  public  landing,  which  includes  that  portion 
of  the  river  front  extending  from  the  east  line  of  Broadway  to  the 
west  line  of  Main  street,  and  the  river  termini  of  various  streets  are 
improved  to  low-water  mark. 

Wharfage  fees  for  the  use  of  the  public  landing,  as  established  by 
ordinance  of  1902,  are: 

For  wharf  boats:  One-half  cent  per  day  for  each  lineal  foot  of  the  water  front  occupied. 
For  steamboats  and  other  water  craft; 
For  the  first  twenty-four  hours — 

10  to  150  tons  register,  $1.50. 

Over  150  tons  register,  $2.50. 

More  than  twenty-four  hours  and  less  than  twelve  days,  \\  cents  per  ton. 

More  than  twelve  days,  $1  per  day. 
For  barges  and  model  barges,  $2.50  per  day. 

For  the  use  of  street  termini  the  charge  for  mooring  steamboats, 
barges  or  other  water  craft,  and  rafts  of  logs  and  lumber  other  than 
wharf  boats  is  %\  per  day  for  certain  streets  and  50  cents  per  day  for 
others.  For  cargoes  discharged  on  the  public  landing  and  remaining 
more  than  four  days  a  charge  of  10  cents  for  each  100  square  feet 
occupied  is  made. 


COMMERCE    ON   INTERIOR  RIVERS  139 

In  1904  the  city  council  of  Cincinnati  passed  an  ordinance  author- 
izing the  Louisville  and  Nashville  Railroad  to  construct  elevated 
tracks  above  the  public  landing,  but  the  railroad  company  was 
enjoined  from  constructing  the  tracks  and  ordered  to  remove  the 
portion  built,  and  this  order  was  affirmed  in  June,  1907,  by  the 
supreme  court  of  Oliio,  which  held  not  only  that  the  city  council  had 
no  power  to  make  such  a  grant,  but  also  that — 

It  is  not  in  the  power  of  the  legislature,  unless  in  the  exercise  of  the  power  of  eminent 
domain,  to  authorize  property,  dedicated  to  the  public  for  a  specific  purpose,  to  be 
used  for  a  pmpose  inconsistent  with  the  purpose  for  which  it  was  dedicated. 

Certain  landings  and  wharf  lots  are  leased  by  the  city  to  coal  com- 
panies and  others  at  an  aggregate  rental  (in  1906)  of  $21,723.  There 
is  a  perpetual  lease  of  one  wharf  to  the  Oliio  and  Mississippi  Railroad 
(Baltimore  and  Ohio  Southwestern)  for  $1,725. 

Apparently  no  city  ordinance  regarding  wharfage  has  been  passed 
at  Marietta,  Ohio,  since  the  ordinance  of  April  6,  1869,  amended 
August  8,  1871.  This  ordinance  provides  that  each  steamboat  and 
craft  not  more  than  80  feet  in  length  shall  pay  a  wharfage  charge  of 
$2  for  the  first  twenty-four  hours  and  $1  for  each  subsequent  twenty- 
four  hours,  and  each  barge,  keel,  or  fiatboat  $1  for  each  twenty-four 
hours  and  $1  for  each  subsequent  twenty-four  hours. 

The  city  council  is  empowered  to  make  such  change  by  resolution 
as  may  be  deemed  expedient.  The  wharf  master  has  the  power 
during  the  interval  between  city  council  meetings  to  make  such 
temporary  arrangements  as  he  may  deem  advisable  for  the  best  in- 
terests of  the  city,  but  such  arrangements  shall  not  be  enforced 
beyond  the  succeeding  council  meeting  unless  sanctioned  by  the 
council . 

The  wharf  master  is  appointed  annually  by  the  mayor.  Whole- 
sale houses  at  Marietta  doing  a  regular  business  by  river  pay  an 
agency  charge  of  $60  per  jenr  to  the  owner  of  the  wharf  boat.  Those 
houses  whose  business  is  not  extensive  enough  to  warrant  this  ex- 
penditure pay  a  charge  ranging  from  1  to  2  cents. per  hundred  pounds. 
All  packets  touching  at  Marietta  land  at  the  wharf  boat  except  the 
steamer  Sonoma.  Gasoline  boats  do  not  use  the  wharf  boat,  but 
land  at  the  incline  at  the  foot  of  Fourth  street,  paying  the  city  a 
wharfage  charge  of  about  50  cents  a  landing.  Gasoline  boats  handle 
their  ovm.  freight  and  pav  no  agency  charge  for  this  purpose.  Ship- 
ments from  Columbus,  Cleveland,  Chicago,  and  other  points  north 
and  west  of  Marietta  are  consigned  to  the  care  of  the  wharf  boat  at 
^larietta  and  forwarded  by  the  proprietors  of  the  wharf  boat  to 
points  as  far  as  Matamoras,  Ripley,  and  West  Union,  Ohio.  On 
these  shiy)ments  no  through  rates  are  made,  local  rates  being  charged 
by  the  railroad  and  also  by  the  packet  line.  When  necessary  to  get 
business  the  boats  sometimes  cut  down  their  rates,  but  the  railroads 
make  no  rate  concessions.  The  amount  received  by  the  city  of 
Marietta  during  the  calendar  j-ear  1906  for  wharfage  and  for  the 
license  for  the  maintenance  of  the  wharf  boat  was  $1,086.96.  The 
wharf  master's  chief  revenue  is  derived  from  the  agency  charges  that 
he  makes  to  consignees  and  shippers.  The  wharf  boat  is  owned 
by  Hornbrook  &  Best,  Mr.  Hornbrook  being  the  city  wharf  master. 
The  agency  charges  amount  to  about  20  per  cent  of  the  freight  rate 
charged  by  the  packet  line. 


140  EEPORT   OF   THE   INLAND   WATERWAYS    COMMISSION 

No  city  wharfage  charges  are  paid  at  Point  Pleasant,  W.  Va.,  and 
the  wharf  master  receives  no  salary  from  the  city.  The  city  keeps 
up  about  150  feet  of  river  front  as  a  public  landing.  The  only  in- 
come that  the  city  receives  from  this  river  front  for  landing  purposes 
is  a  license  fee  of  $50  for  the  maintenance  of  the  wharf  boat  at  the 
public  landing.  This  privilege  is  held  by  Mr.  S.  G.  Gardner,  who  also 
operates  the  steamer  Gondola  between  Charleston  and  Gallipolis.  A 
yearly  charge  of  about  25  cents  per  short  ton  is  made  as  an  agency 
fee  to  the  wholesale  houses  doing  business  over  the  boat.  This  is 
the  basis  of  the  yearly  charge  made  to  wholesale  houses  doing  a  con- 
siderable business.  Such  houses  as  do  not  have  a  business  sufficiently 
large  to  warrant  a  yearly  payment  and  other  consignees  and  ship- 
pers pay  about  20  per  cent  of  the  carrier's  rate  as  an  agency  charge. 
Very  little  income  is  derived  by  the  wharf  boat  from  storage  charges, 
since  shipments  are  removed,  as  a  rule,  almost  as  soon  as  landed. 
Where  goods  are  left  at  the  wharf  boat  for  a  month  or  more,  the 
storage  charge  per  month  is  about  one-tliird  the  carrier's  rate. 

Wharfage  charges  at  Wheeling,  W.  Va.,  are  based  upon  the  number 
of  the  landings  a  boat  makes  per  week.  A  large  boat  making  a  landing 
each  way  per  week  pays  $2  per  week.  This  is  the  price  paid  by  the 
Pittsburg  and  Cincinnati  Packet  Line  for  each  boat  and  by  the 
steamer  Kanawha  running  between  Pittsburg  and  Charleston.  Smaller 
boats  do  not  pay  so  much.  The  steamer  Lorena  pays  $1  per  week 
(50  cents  each  way),  as  does  also  the  steamer  Greenwood.  The  steam- 
ers Bessie  Smith  and  H.  K.  Bedford,  pay  $1.50  a  week,  making  three 
landings.  The  steamer  Royal  pays  $3.50  per  week,  landing  every 
day,  while  the  steamer  Ruth  (a  smaller  steamer)  pays  $3  per  week 
for  the  same  number  of  landings.  The  wharf  boat  is  owned  by 
Crockard  &  Booth,  who  pay  a  city  and  county  tax  as  well  as  a  license 
fee  to  the  city  for  the  privilege  of  mooring  their  boat  at  the  public 
landing.  The  license  fee  amounts  to  $75  per  year.  The  wharfage 
charge  paid  by  boats  goes  to  the  city.  At  the  same  time  boats  pay 
the  owners  of  the  wharf  boat  a  percentage  for  collections  made  for 
them  as  well  as  for  business  secured ;  that  is  to  say,  business  passing 
over  the  wharf  boat.  Another  source  of  revenue  to  the  wharf  boat 
is  for  storage  of  goods  after  twenty-four  hours  from  receipt  of  same. 
The  wharf  master  at  Wlieeling  is  elected  by  popular  vote  and  serves 
for  two  years.  There  is  a  railroad  track  along  the  street  at  the  top 
of  the  river  bank.  Both  the  Pennsylvania  and  the  Baltimore  and 
Ohio  railroads  use  this  track  and  frequently  obstruct  the  passage  to 
and  from  the  wharf  boat. 

At  Pittsburg  the  Pittsburg  Harbor  proper  is  formed  by  the  dam  at 
Davis  Island  in  Ohio  River  just  below  Pittsburg.  This  dam  creates  a 
basin  as  far  up  the  Monongahela  River  as  Dam  No.  1  and  up  the 
Allegheny  River  as  far  as  Herr  Island  Dam.  Improvements  in  the 
depth  of  the  harbor  and  facilities  for  navigation  are  described  at 
length  in  the  annual  reports  of  the  Chief  of  Engineers.  With  the  ex- 
ception of  paving  the  somewhat  steep  river  bank  west  of  the  Smith- 
field  Street  Bridge  little  attempt  has  been  made  by  the  city  to 
improve  its  dock  facilities.     Along  this  bank  lie  four  wharf  boats: 

1.  The  wharf  boat  of  the  Monongahela  and  Ohio  Packet  Company. 

2.  The  so-called  Patterson  wharf  boat,  owned  jointly  by  the 
Pittsburg,  ^Vheeling  and  Parkersburg  Packet  Company,  the  Ohio 
and  Great  Kanawha  River  Packet  Company,  operatmg  the  steamer 


COMMEECE    ON   INTERIOR  RIVERS  141 

Kanawha,  the  Pittsburg  antl  Kanawha  River  Packet  Company, 
operating  the  steamer  Greenwood,  and  the  ^onongahela  and  Ohio 
Packet  Companv-  Each  of  these  companies  owns  one-fourth  of  the 
wharf  boat,  and  the  agent  of  the  Monongahela  and  Oliio  Packet  Com- 
pany at  Pittsburg  acts  as  local  agent  at  Pittsburg  for  these  lines. 
*3.  The  wharf  boat  of  the  Pittsburg  and  Cincimiati  Packet  Line. 

4.  The  wharf  boat  of  the  Monongaliela  River  Consolidated  Coal  and 
Coke  Company. 

Below  these  wharf  boats  little  or  no  effort  has  been  made  to 
improve  the  landing  facilities.  Klein's  excursion  steamer  and  barges 
and  some  of  the  river  coal  companies  have  landing  privileges,  and 
the  A.  R.  Budd  Coal  Company  maintams  a  small  supply  boat  for 
its  craft. 

On  the  Allegheny  River  side  of  Pittsburg  Harbor  some  retail  coal 
companies  and  sand  dredging  companies  have  landing  privileges, 
maintaining  hoists  for  discharging  their  craft.  None  of  the  lower 
river  tows  are  made  up  on  this  side  of  the  harbor,  however,  nor  below 
"The  Point,"  W'hich  is  the  point  of  land  in  Pittsburg  city  between  the 
Monongahela  and  Allegheny  rivers  where  they  unite  to  form  the  Ohio. 

The  north  shore  of  the  Monongahela  River  from  Grant  street  to 
The  Point  and  the  south  bank  of  the  Allegheny  from  Ninth  street 
to  The  Point  are  said  to  include  the  area  deeded  by  the  Penn 
heirs  in  1784  for  use  as  city  docks  forever.  The  other  portions  of  the 
river  front  are  owmed  by  the  Baltimore  and  Ohio  Railroad  Company, 
the  Pittsburg  and  Lake  Erie  Railroad  Company,  the  Pennsylvania 
Railroad  Company,  and  various  iron  and  steel  mills,  etc. 

There  exists  a  good  deal  of  uncertainty  regardmg  the  ownership  of 
the  river  front.  The  deed  of  the  Penn  heirs  referred  to  is  on  file  at 
the  court-house  at  Greensburg,  Pa.  Judicial  decisions  involving  a 
construction  of  this  deed  are  reported  in  48  Pa.,  253,  16  S.  and  R., 
389,  and  104  Pa.,  472. 

The  second  edition  of  the  Ordinances  of  Pittsburg  of  1897  (page 
353  et  seq.  and  page  507  et  seq .)  gives  the  ordmances  of  the  city  now 
in  force  relating  to  wharf  ancl  harbor  matters.  A  new  digest  was 
being  prepared,  and  a  proposed  ordmance  radically  changing  these 
ordinances  and  increasing  the  charges  to  be  made  was  being  con- 
sidered by  the  city  councils  in  June,  1907. 

The  administration  of  the  docks  and  wharves  at  Pittsburg  is  under 
the  department  of  public  works,  bureau  of  city  property."  The  docks 
are  in  the  care  of  the  wharf  master  of  the  city,  who  is  appointed 
by  the  director  of  public  works.  The  salary  of  the  wharf  master  is 
SlOO  per  month,  and  he  has  two  assistants  compensated  at  the  rate 
of  $1.90  per  diem.  Their  salaries  for  the  year  ending  January  31,  1907, 
amounted  to  S2,352.20,  and  this  was  the  entire  amount  expended 
by  the  city  for  the  maintenance  of  the  wharves  during  that  year, 
although  the  receipts  for  the  same  period  amounted  to  $15,182.24. 
The  balance  appears  to  have  been  turned  into  the  general  fund  of 
the  city,  although  under  the  terms  of  the  deed  of  the  Penn  heirs 
to  the  city  of  Pittsburg  the  city  is  not  authorized  to  charge  more 
than  enough  to  maintain  the  wharves. 

oThe  ordinance  of  December  17,  1887,  Ordinances  of  Pittsburg,  1897,  second 
edition,  p.  500. 


142  REPOET    OF   THE   INLAND   WATERWAYS    COMMISSION 

The  wharfage  charges,  as  set  forth  in  an  ordinance  of  the  city 
approved  February  4,  1882,  are  as  follows: 

For  each  and  every  time  any  boat,  barge,  or  vessel  shall  land  for  the  purpose  of  load- 
ing or  unloading,  said  boat,  barge,  or  vessel  shall  pay  as  follows: 

Passenger  or  freight  boats  making  monthly  or  semimonthly  trips  for  each  boat  of — 

200  tons  measurement per  trip . .  $4 

200  to  300  tons  measurement  do 5 

300  to  400  tons  measurement do 6 

400  to  500  tons  measm^ement do 7 

500  tons  and  upward do 8 

Vessels  not  to  remain  at  the  wharf  more  than  seventy-two  hours,  exclusive  of  Sun- 
days, and  for  each  succeeding  seventy-two  hours  or  fraction  thereof  said  boats  to  be 
charged  at  the  rate  of  $1  less  than  this  rate  in  each  case. 

For  each  and  every  boat  making  weekly  trips  and  not  remaining  at  the  wharf  more 
than  twenty-four  hours,  $2.50  per  trip. 

For  each  and  every  boat  making  three  trips  per  week,  $4  per  week. 

Towboats  of  130  tons  and  upwards,  not  remaining  at  the  wharf  longer  than  ten  days, 
2  cents  per  ton  measurement  per  trip. 

Harbor  boats,  $16.67  per  year.     Small  tugboats,  $10  per  year. 

Model  barges,  $6.25  per  trip;  keel  or  brick  boats,  $5  per  trip,  and  not  to  remain  at 
the  landing  more  than  five  days. 

Flat  boats  containing  glass-house  sand,  wood,  etc.,  $2  per  trip. 

River  sand  and  gravel  flats,  25  cents  per  day. 

Empty  barges,  keel  boats,  or  fiats  at  that  part  of  the  wharf  allotted  for  loading  and 
unloading,  $1  per  day. 

For  unloading  coal  flats,  $1.25,  coal  barges,  $2,  coal  boats,  $3  per  trip  each. 

Produce,  hay,  and  other  flats,  $2.50  per  trip  each. 

Round  and  hewed  logs,  $2.50  per  1,000  running  measure,  and  $1.25  per  day  for 
each  day  exceeding  thi-ee. 

Boards  and  planks,  8|  cents  per  1,000. 

Shingles,  staves,  heading,  and  hoop  poles  shall  be  rated  at  4,000  per  1,000  feet  of 
board  measure  and  shall  pay  the  same  rate  as  boards. 

Each  vessel  lying  at  any  wharf  or  landing  not  for  the  purpose  of  loading  or  unload- 
ing shall  pay  the  following  rates: 

Steamers  and  towboats,  1  cent  per  ton  for  each  ton  measurement  per  month. 

Each  barge,  $2  per  month. 

Each  keel  or  brick  boat,  coal  barge  or  flat,  $1  per  montli. 

Each  floating  wharf,  receiving  or  discharging  boat,  $1  per  month. 

Wharf  boats  engaged  in  commission  business,  $300  per  year  in  addition  to  the  rate 
charged  for  wharfage. 

Skiff  floats,  $2  per  month. 

Boat  clubs,  $2  per  month  if  at  paved  wharf  and  $1  per  month  if  at  unpaved  wharf. 

Bath  boats  free  of  charge  at  points  to  be  designated  by  the  wharfmaster. 

The  committee  on  wharves  and  landings  is  empowered  by  the  city  councils  to  make 
special  contracts  with  parties  using  landings  by  the  year. 

The  mayor  of  Pittsburg  is  an  advocate  of  increased  wharfage  rates. 
As  already  pointed  out,  the  wharves  of  Pittsburg  were  deeded  to  the 
city  by  the  Penn  heirs,  the  deed  expressly  stipulating  that  the  city  of 
Pittsburg  should  not  charge  more  than  an  amount  sufficient  to  main- 
tain the  wharves  in  good  condition.  For  this  reason  it  is  believed 
by  some  of  the  citizens  of  Pittsburg  that  the  municipal  government 
has  no  authority  to  mcrease  these  rates  or  even  to  charge  those  in 
force  at  present. 

There  are  no  harbor  dues  nor  other  charges  separate  from  wharf 
charges.  A  nominal  sum  is  paid  to  the  city  for  the  privilege  of 
mooring  a  wharf  boat.  This  m  the  case  of  the  Pittsburg  and  Cin- 
cinnati Packet  Line  has  amounted  to  SI 2  per  year,  besides  wliich 
the  hue  has  paid  the  regular  rates  of  landing  charges  for  its  steamers, 
A  proposed  new  ordinance  under  consideration  in  June,  1907,  in  the 
city  council  contemplates  changing  this  nominal  charge  to  a  certain 
rate  per  foot  of  river  front  used. 


COMMERCE   ON   INTERIOR  RIVERS 


143 


At  several  points  on  the  Monongahela  River  the  landing  facilities 
are  very  poor.  At  Monessen,  where  are  situated  the  mills  of  the 
Pittsburg  Steel  Company,  the  Pago  Wire  Fencing  Compan}^,  and 
other  mills,  the  boats  are  unable  to  get  any  landing  at  all,  owing  to 
the  tracks  of  the  Baltimore  and  Ohio  along  the  shore.  AtCharleroi 
conditions  are  somewhat  similar;  and  even  at  Fairmont,  W.  Va., 
the  boats  are  compelled  to  land  on  the  other  side  of  the  river  from 
the  business  portion  of  the  town,  since  the  rest  of  the  river  front  on 
both  sides  is  controlled  by  the  Baltimore  and  Ohio  Railroad. 

Table  10 — Wharfage  charges  at  towns  on  Ohio  River  between  Pittsburg  and  Cincinnati 


East  Liverpool,  Ohio 

Wheeling,  \V.  Va 

Clarington,  Ohio 

New  Martinsville,  W.  Va. 

Sistersville,  W.  Va 

St.  Marys,  W.  Va 

Marietta,  Ohio 

Parkerslnirg,  W.  Va 

Ravenswood,  W.  Va 

Pomeroy ,  Ohio 

MiddJeport,  Ohio 

Point  Pleasant,  W.  Va. . . 

Gallipolis,  Ohio 

CrowTi  City,  Ohio 

Millersport,  Ohio 


Week. 


$2.00 
2.00 


2.00 
2.00 


2.50 
2.50 


1.25 
1.00 


2.00 


Each 
land- 
ing. 


$0.25 
' '  '.'56 
'".'25 


.50 


.25 
.25 


Huntington,  W.  Va. 

Catlettsburg,  Ky 

Ashland,  Ky 

Ironton,  Ohio 

Greenup,  Ky 

Portsmouth,  Ohio... 

Vanceburg,  Ky 

Rome,  Ohio 

Manchester,  Ohio 

Maysville,  Ky 

Ripley,  Ohio 

Higginsport,  Ohio. .. 

Augusta,  Ky 

New  Richmond 

Cinciimati,  Ohio 


$2.50 
2.00 
1.00 
2.00 


1.00 
1.50 


1.50 
2.00 
1.50 


(a) 

i'so' 


Each 
land- 
ing. 


$0.50 


a  Fifty  cents,  75  cents,  or  $1,  according  to  business. 


PORT    TERMINALS    ON    THE    MISSISSIPPI 


Terminals^  at  St.  Louis 


The  harbor  and  wharf  commissioner  of  St.  Louis,  in  a  letter  to 
the  secretary  of  the  Business  Men's  League  of  St.  Louis,  dated  April 
13,  1907,  describes  the  water-front  terminal  facilities  of  the  city  as 
follows : 

The  city  of  St.  Louis,  Mo.,  has  a  water  front  along  the  Mississippi  River  of  19  miles, 
of  which  7  miles  are  owned  by  the  city  and  designated  as  a  public  wharf.  Three 
and  one-half  miles  are  improved  for  wagon  traffic,  with  telford,  macadam,  and  granite 
block  pavements.     The  public  wharf  varies  in  width  from  265  feet  to  880  feet. 

The  city  charter  adopted  in  1876  defines  the  harbor  and  provides  that  the  jurisdic- 
tion of  the  harbor  and  wharf  commissioner  shall  extend  overall  lands,  river  bank,  and 
beach  dedicated,  condemned,  or  belonging  to  the  city  for  wharf  purposes,  within  the 
city  and  over  so  much  of  the  Mississippi  River  and  to  the  middle  of  the  main  channel 
thereof,  as  lies  immediately  in  front  of  the  city  over  which  the  city  has  control. 

The  harbor  and  wharf  commissioner  is  appointed  by  the  mayor  and  confirmed  by 
the  city  council  for  a  term  of  four  years. 

Private  ownership  of  the  river  front  has  never  been  interfered  with. 

The  river  traffic  has  not  any  direct  railroad  connections.  All  freight  handled  by 
boats  is  unloaded  upon  the  public  wharf  and  is  brought  to  or  taken  from  the  wharf  by 
teams.  The  public  wharf  embraces  the  only  water  terminal  facilities  here,  and  is 
ample  to  accommodate  all  steamboats  arriving  at  this  port. 

There  is  a  local  railway  engaged  in  transferring  freight  in  carload  lots  to  merchants 
and  manufacturers  or  to  the  different  main  lines.  It  is  owned  and  controlled  by 
private  individuals. 

Freight  is  handled  in  crossing  the  river  by  means  of  two  bridges  and  by  ferry  boats 
provided  with  tracks,  accommodating  14  cars. 

"N  The  dimensions  of  steamboats  plying  here  are  about  250  feet  long  and  35  feet  beam, 
with  a  draft  of  6  feet  loaded. 


v 


144  EEPORT    OF   THE   INLAND   WATERWAYS    COMMISSION 

The  harbor  and  wharf  commissioner  of  St.  Louis,  is  the  head  of  the 
harbor  and  wharf  department  and  a  member  of  the  board  of  pub- 
He  improvements.  This  board  makes  all  contracts  and  leases  (except 
those  made  by  the  city  council  by  ordinance)  and  has  the  supervision 
of  the  accounts  and  expenses  of  the  department;  all  bills  must  be 
approved  by  the  president  of  the  board,  who  is  elected  by  popular 
vote.  The  salary  of  the  harbor  and  wharf  commissioner  is  $3,000 
year. 

The  wharf  department  of  St.  Louis  is  self-supporting  and  receives 
nothing  from  the  general  fund  of  the  city.  Before  the  wharfage 
charges  on  steamboats  were  abolished  m  1904,  the  rate  was  3f  cents 
per  ton  on  the  hull  measurement.  This  rate  applied  alike  to  all 
classes  of  boats,  except  that  boats  owned  and  j^aying  taxes  in  St. 
Louis  were  allowed  a  reduction  of  40  per  cent,  making  the  charge 
2}  cents  per  ton  (hull  measurement).  Payment  of  this  wharf  charge 
gave  a  boat  of  200  tons  or  less  the  privilege  of  lying  at  the  wharf 
for  seven  days;  one  of  300  tons,  for  eight  days;  one  of  400  tons,  for 
nine  days;   one  of  500  or  more  tons,  for  ten  days. 

In  1904,  an  ordinance  was  passed  allowing  steamboats  to  land  with- 
out payment  of  wharfage,  the  receipts  from  other  sources  being  suf- 
ficient to  maintain  the  river  front  and  city  wharves. 

The  following  statement  shows  the  receipts  and  expenditures  of 
the  harbor  and  wharf  department  for  the  fiscal  year  ending  April,  1907 : 

RECEIPTS 

Lumber,  at  10  cents  per  M $392. 10 

Any  lumber  unloaded  on  river  front  from  railroad  or  from  rafts, 
except  lumber  from  steamboats  on  which  there  is  no  wharfage  charge. 

Firewood,  at  10  cents  per  cord 267. 45 

Skids 18.00 

Used  to  place  under  freight  piled  on  wharf;  rate  is  6  cents  per  skid 
per  annum  to  stevedore  contractors  to  keep  on  wharf. 

Steamboat  wharfage 159. 37 

Accrued  before  steamboat  wharfage  charges  were  abolished. 

Ferry  licenses 7, 350. 00 

Miscellaneous  rents: 

Wliarf  boats 2,  535. 00 

Landings  for  sand  boats 3, 093. 00 

Track  privileges  from  railroad  companies  on  unimproved  wharf,  i.  e., 

river  front 49,  228. 12 

Elevators  (ground  rent  on  land  on  which  "river  houses"  stand) 720. 00 

Cotton  compress  companies 900. 00 

Lumber  companies  (yards  for  storing  lumber) 6,  372.  63 

Rowing  clubs 180. 00 

Services  of  harbor  boat  pumping  out  sunken  boat 35. 00 

Miscellaneous  commodities  stored  on  river  front,  as  coal,  ice,  general 
merchandise,  etc 7, 037. 00 

Total 78,  287. 67 

EXPENDITURES 

Office  expenses  (salaries,  etc.) 10,  977. 41 

Harbor-boat  expenses 12,  541. 45 

Cleaning  levee  and  removing  obstructions  in  river 9,  859.  70 

Repairs  to  wharf,  labor,  etc 14,  924. 37 

Total 48,  302.  93 

Net  receipts 29, 984.  74 

This  balance  goes  into  the  harbor  fund,  which  is  kept  distinct  from 
the  general  fund  of  the  city. 


COMMEKCE   ON   INTERIOR  RIVERS  145 

Kailroad  and  ferry  companies  own  or  control  a  large  part  of  the 
river  frontage  at  St.  Louis.  There  is  also,  as  previously  noted  (p. 
129),  evidence  of  an  understanding  among  members  of  the  St.  Louis 
Steamboat  Managers'  Association  (which  controls  the  greater  part  of 
the  most  available  landings)  that  none  of  them  shall  aid  a  new  line 
to  secure  wharf  facilities. 

Terminals  at  Memphis. 

At  Memphis  wharfage  is  assessed  by  the  city  under  an  act  passed 
by  the  General  Assembly  of  the  State  of  Tennessee,  March  29,  1893. 
The  act  reads: 

That  there  is  hereby  levied  a  wharfage  tax  upon  all  steamboats  and  other  water  craft 
landing  at  such  territory,  to  grade  and  pave  such  wharf,  and  to  keep  the  same  in  proper 
and  safe  condition  for  use,  as  follows,  viz: 

All  steamboats,  barges,  and  steamboat  hulls  used  as  barges,  and  all  wharf  boats,  shall 
pay  2\  cents  per  ton  on  the  under  deck  capacity,  which  shall  entitle  them  to  all  the 
privileges  of  the  wharf  and  landing,  to  receive  and  discharge  freight  and  passengers  for 
the  space  of  one  week:  Provided,  That  all  steamboats,  barges,  and  steamboat  hulls  used 
as  barges  that  remain  at  the  landing  for  the  space  of  six  hours  or  less  shall  pay  the  follow- 
ing rates  of  wharfage,  \'iz: 

For  100  tons  and  under $2.  50 

From  100  to  200  tons 3.  00 

From  200  to  300  tons 3.  50 

From  300  to  400  tons 4.  00 

From  400  to  500  tons 5.  00 

From  500  to  700  tons 6.  00 

From  700  to  800  tons 7.  00 

From  800  to  900  tons 8.  00 

From  900  to  1,000  tons 9.  00 

From  1,000  tons  and  above 10.  00 

and  one-half  the  above  rates  for  each  additional  six  hours  or  less  which  they  may  remain 
after  the  first  term  of  six  hours. 

All  flatboats  shall  pay  $3  for  landing  and  .$6  for  each  week  or  %\  for  each  day  they 
remain  at  the  lauding,  Sundays  excepted. 

Under  this  act  the  receipts  during  1906  were  SI  1,304.48  and  the 
expenditures  S5,640.76.  The  balance  is  kept  in  a  fimd  to  improve  and 
maintain  the  river  front.  The  wharf  master  is  elected  for  two  years  by 
the  police  board  and  the  board  of  public  works  in  joint  session. 

The  wharf  boat  at  Memphis  is  owned  by  the  Consolidated  Wharf- 
boat  Company.  The  stock  of  this  company  is  held  by  the  Arkansas 
River  Packet  Company  and  the  Memphis  and  Ai-kansas  City  Packet 
Company,  each  owning  50  per  cent.  The  boats  of  these  two  com- 
panies use  the  wharf  boat,  as  do  also  the  Cincinnati  and  St.  Louis 
boats  of  the  Lee  Line. 

Terminal  Facilities  at  New  Orleans 

The  port  of  New  Orleans  extends  for  nearly  15  miles  along  the 
Mississippi  River,  from  Westwego  and  Southport,  above  the  city  to 
Chalmette,  5  miles  below  Canal  street.  On  the  west  shore  of  the 
river,  opposite  the  city,  are  landings  at  Westwego,  Harvey's  Canal, 
Gretna,  Algiers,  and  McLellanville.  Westwego  is  the  terminal  of  the 
Texas  and  Pacific  Railroad,  while  the  New  Orleans  Terminal  Rail- 
waj^,  whose  tracks  connect  with  nearly  all  the  railroads  on  the  east 
bank,  ends  at  Chalmette. 


146  REPOET   OF   THE  INLAND   WATERWAYS   COMMISSION 


THE    WATER    FRONT 


The  river  is  from  one-half  to  three-quarters  of  a  mile  in  width,  and 
the  depth  within  10  feet  from  the  banks  ranges  from  40  to  100  feet. 
The  harbor  is  well  sheltered.  The  current  of  the  river  is  not  too 
strong  for  unloading  in  midstream,  although  most  of  the  vessels  land 
broadside  along  the  wharves,  which  are  constructed  on  piling  and 
extend  out  into  the  stream,  in  some  places  from  50  to  100  feet.  This 
whole  wharfage  front  on  the  left  bank  of  the  river,  which  is  the  bank 
on  which  the  greater  part  of  the  New  Orleans  population  lives,  is 
approached  b}^  streets  and  by  lines  of  railroad  tracks  which  permit 
cars  to  come  on  the  wharf  and  load  directly  into  the  ships. 

As  the  Mississippi  rises  far  above  the  level  of  the  streets  of  New 
Orleans  in  times  of  flood,  great  banks  of  earth  have  been  thrown  up 
to  protect  the  city  and  suburbs  from  its  invasion,  and  these  levees 
serve  the  purpose  of  marginal  streets  along  the  water  front,  the 
wharves,  however,  extending  in  some  cases  over  the  levees. 

Along  the  levee  above  Canal  street  are  the  wharves  of  the  Leyland- 
West  India  Line,  the  Head  Line,  the  Elder-Dempster  Line,  the  Cuban 
Line,  the  Creole  Line,  and  others.  A  short  distance  below  Canal 
street  are  the  wharves  of  the  Morgan  Line,  running  a  regular  line  of 
steamers  to  New  York,  and  just  below  their  wharves  are  those  of  the 
Harrison  Line,  which  trades  to  Liverpool. 

The  wharves  and  storage  sheds  at  Westwego,  which  afford  2,700 
feet  of  wharf  room,  belong  to  the  Texas  and  Pacific  Railroad,  and  are 
used  almost  exclusively  for  its  shipments.  Four  or  five  miles  farther 
down  the  river,  at  Gretna  and  Algiers,  are  the  terminal  wharves  of  the 
Southern  Pacific,  with  a  wharf  space  of  870  feet  and  docks  capable 
of  accommodating  four  or  five  ocean  steamers  at  one  time.  Several 
miles  farther  down  the  river  the  United  States  naval  station  has  a 
large  floating  dock,  which  is  utilized  mainly  in  repairing  vessels  of 
the  merchant  marine.  On  the  east  bank  of  the  river  are  nearly  five 
miles  of  public  wharves  and  about  one  mile  of  privately  owned  rail- 
road wharves. 

Port  Chalmette  is  owned  and  operated  by  the  New  Orleans  Belt  and 
Terminal  Company,  and  their  property  has  a  capacity  for  the  storage 
and  warehousmg  of  cotton  for  something  like  200,000  bales.  The 
grain  elevator  has  a  capacity  of  500,000  bushels,  running  10,000 
bushels  per  hour  into  a  vessel's  hold.  Their  wharf  accommodation  on 
the  river  front  is  about  3,800  feet,  with  sheds  along  the  line,  and  a 
storage  capacity  for  large  quantities  of  general  cargo.  Their  track 
reaches  all  around  the  city,  crossing  every  railroad  coming  into  it,  and 
connecting  at  Avondale  (the  upper  limit  of  the  port)  with  the  rail- 
roads on  the  other  side  of  the  river,  viz,  the  Southern  Pacific,  and  the 
Texas  and  Pacific  railroads. 

The  Illinois  Central  Railroad  has  3,500  feet  of  water  front  w^th 
two  elevators  of  1,000,000  bushels  capacity  and  1,500,000  bushels 
capacity,  respectively,  at  the  Stuj^vesant  Docks.  This  latter  elevator 
of  the  Illinois  Central  Railroad  is  one  of  the  largest  and  finest  in  the 
United  States.  It  is  erected  just  above  the  site  of  the  Stu}^vesant 
Docks,  and  the  wharfage  has  been  expanded  thereby  2,000  feet, 
giving  the  Illinois  Central  Railroad  a  total  of  5,500  feet  of  river  front 


COMMERCE   ON   INTERIOR  RIVERS  147 

at  Stu3rvesant  Docks.  The  elevator  is  constructed  of  the  most 
modern  material  and  equipment,  and  is  able  to  receive  100,000 
bushels  of  grain  per  hour.  Four  steamships  can  be  loaded  at  the 
same  time,  and  the  product  of  the  great  river  valley  can  be  poured 
into  their  holds  at  a  rate  of  80,000  bushels  per  hour.  Besides  the 
wharf  facilities  at  Stuyvesant  Docks,  the  Illinois  Central  Railroad 
also  controls  Southport,  with  two  elevators  of  a  total  capacity  of 
500,000  bushels,  and  a  frontage  on  the  Mississippi  River  of  some 
1,600  feet. 

The  Texas  and  Pacific  Railroad  has  an  elevator  of  1,000,000 
bushels  capacity. 

The  board  of  port  commissioners  has  been  authorized  to  issue 
$2,000,000  of  bonds  for  building  wharves,  sheds,  paved  approaches, 
and  other  port  improvements.  The  board  has  well  under  way  a  com- 
prehensive system  of  sheds,  approaches,  and  new  wharves,  which  it  is 
claimed  \vi\\  within  the  next  few  years  make  the  harbor  of  New 
Orleans  second  to  none  in  the  country.  The  public  wharves  are 
rapidly  being  covered  with  steel  sheds. 

Besides  the  annual  appropriations  by  the  National  Government  for 
keeping  the  harbor  in  condition,  the  board  of  port  commissioners 
keeps  a  dredge  boat  continuall}^  at  work  removing  deposits  that 
frequently  form  shoals  in  the  river,  especially  after  liigh  water.  The 
board  also  maintains  a  fire  boat,  which  renders  aid  without  charge  in 
case  of  fire  on  any  vessel  or  wharf. 

MECHANICAL    APPLIANCES 

Endless  chains  are  used  for  loading  and  unloading  sugar  and 
molasses,  and  similar  chains  to  which  pouches  are  attached  are  used 
in  unloading  tropical  fruit  ships. 

In  most  cases  spur  tracks  run  from  the  main  railroad  tracks  to  the 
ship's  side,  to  permit  direct  loading  and  unloading. 

The  city  of  New  Orleans  is  now  constructing  a  belt  railroad  system 
which  will  encircle  the  entire  city  and  will  be  o\\Tied  and  operated  by 
the  city.  It  is  alreadj^  constructed  along  the  river  front,  serving 
nearly  all  the  wharves  along  the  left  bank,  and  is  in  partial  operation. 
When  completed  it  will  connect  all  the  railroads. 

ADMINISTRATION 

The  administration  of  the  river  front  and  the  right  to  fix  and  col- 
lect wharfage  rates  was  first  granted  to  the  city  of  New  Orleans  by 
the  State  of  Louisiana  in  the  charter  of  1836.  The  city,  however, 
could  not  exact  charges  in  excess  of  the  cost  of  facilities  erected  for 
the  accommodation  of  shipping,  together  with  the  cost  of  adminis- 
tration; that  is,  in  excess  of  the  amount  required  for  running 
expenses,  extensions  and  improvements,  and  for  the  sinking  fimd  and 
interest  on  bonds.  Thus  the  administration  of  wharves  was  an 
expense  and  not  a  source  of  revenue  to  the  State.  From  the  con- 
solidation of  the  municipalities  in  1852  until  1901  the  city  retained 
direct  control  of  the  wharf  system  for  only  about  fourteen  years,  the 
remaining  thirty-five  years  being  covered  by  leases  to  private  individ- 


148  REPOET   OF   THE   INLAND   WATERWAYS   COMMISSION 

uals.  In  1891  the  last  lease  of  the  wharves  was  made  to  Charles  K. 
Burdeau  (afterwards  the  Louisiana  Construction  and  Improvement 
Company),  for  a  term  of  ten  years.  The  annual  reports  of  the  last 
lessee  show  that  during  the  ten  years  of  its  lease  it  declared  more 
than  $600,000  in  dividends. 

The  lease  system  was  so  unsatisfactory  to  the  public  that  m  1896, 
after  five  j'^ears  of  declining  commerce,  the  State  legislature  created  a 
commission  to  take  charge  of  the  port. 

The  board  of  commissioners  of  the  port  of  New  Orleans  is  the  out- 
come of  many  years  of  effort  on  the  part  of  the  commercial  ex- 
changes, the  industrial  bodies,  and  others  interested  in  the  welfare  of 
the  port  of  New  Orleans.  Tliis  board,  which  is  composed  of  promi- 
nent business  men  who  serve  without  pay,  not  only  takes  the  place 
of  the  wharf  lessee,  but  also  combines  the  duties  formerly  devolving 
upon  the  harbor  masters,  port  wardens,  wharfingers,  and  contraven- 
tion clerks.  The  act  creating  this  board,  passed  in  1896,  provided  for 
the  purchase  of  the  wharf  lease  from  funds  then  in  the  city  treasury; 
but  this  fund  having  been  diverted  by  subsequent  legislation  to 
drainage  purposes,  and  the  city  not  being  financially  able  to  appro- 
priate other  funds  for  the  purpose,  the  board  of  port  commissioners, 
from  its  organization  on  the  5th  of  September,  1896,  to  the  date  of 
termination  of  the  lease.  May  29,  1901,  only  performed  the  duties  of 
administration  of  the  wharf  system  formerly  devolving  on  the  com- 
missioners of  public  works,  together  with  the  duties  of  harbor  mas- 
ters and  port  wardens. 

On  May  29,  1901,  the  board  of  commissioners  assumed  charge  of 
the  wharves  and  landings  of  the  port  of  New  Orleans,  and  the  wharf- 
age rates  were  reduced  from  a  fixed  charge  of  12  cents  per  ton,  whether 
the  vessel  remained  at  the  wharf  a  period  of  one  or  sixty  days,  to  the 
rates  established  by  the  amendatory  act  of  1900— namely,  a  charge 
of  2  cents  per  ton  per  day  for  the  first  three  days,  and  1  cent  per  ton 
per  day  for  the  next  three  days,  making  the  maximum  charge  9 
cents  per  ton  and  the  minimum  charge  2  cents  per  ton.  Payment  of 
the  maximum  charge  allows  vessels  to  remain  at  the  wharves  a  period 
of  thirty-six  consecutive  days.  There  is  no  charge  whatever  on  the 
cargoes  entering  the  port.  New  Orleans  is  one  of  the  very  few  if  not 
the  only  port  in  this  country  charging  no  wharfage  for  merchandise. 

The  employees  of  the  board  are  a  superintendent  and  a  secretary, 
each  receiving  an  annual  salary  of  $3,000;  two  engineers,  receiving 
annual  salaries  of  $2,400  and  $1,600,  respectively;  four  deputy  com- 
missioners, one  collector,  a  superintendent  of  construction,  a  book- 
keeper, and  twelve  other  employees— inspectors,  messengers,  and 
assistants.  The  total  cost  of  administration  is  less  than  $33,000 
per  annum.  The  board  also  maintains  a  patrol  S3^stem  of  policemen 
at  a  cost  of  about  $22,000  per  annum. 

There  is  no  income  from  rentals,  leases,  etc.,  all  the  income  being 
from  the  sources  stated  above.  All  the  funds  recei^ved  are  used  for 
the  improvement  and  extension  of  harbor  facilities,  and  for  the  re- 
demption fund  to  retire  the  bonds  which  were  issued  for  the  improve- 
ment of  the  wharves. 

The  more  significant  portions  of  the  act  creating  the  board  of  com- 
missioners of  the  port  of  New  Orleans  (Laws  of  1896,  Act  No.  70,  as 


COMMERCE   ON  INTERIOR  RIVERS  149 

amended  by  Laws  of  1900,  Act  No.  36,  Revised  Laws,  1904,  pp. 
1023-1027)  are  reproduced  below: 

■^Tiereas  the  port  of  New  Orleans  has  been  gradually  extended  until  it  has  reached 
beyond  the  limits  and  jurisdiction  of  the  city  of  New  Orleans;  and 

Whereas  the  divided  authority  of  three  parishes  and  the  multiplicity  of  officials 
with  their  various  fees,  and  the  development  of  contagious  [contiguous]  rival  ports 
will  act  injuriously  and  prejudicially  to  the  traffic  of  the  port;  and  _     . 

Whereas  the  tax  on  shipping  exacted  for  various  fees,  charges,  etc.,  is  of  such  pro- 
portion as  to  threaten  to  divert  the  trade  to  less  expensive  ports;   and 

Whereas  the  supervision  and  control  of  an  intelligent  board  of  State  commissioners 
can  consolidate  the  services  of  harbor  master  and  wardens,  wharf  superintendents, 
wharfingers  of  three  parishes  into  one  set  of  competent  employees  at  a  reduced  ex- 
pense; can  operate  the  wharves  and  other  terminal  facilities  of  the  port  and  greatly 
develop  and  expand  its  commerce  by  removing  many  of  the  obstacles  now  placed  in 
the  way  of  its  advancement;   and 

Whereas  due  public  notice  of  the  intention  to  apply  for  the  passage  of  this  act  has 
been  given  as  required  by  article  48  of  the  constitution:  Therefore 

Appointment  of  Commissioners — Term  of  office 

Section  1.  Be  it  enacted  by  the  general  assembly  of  the  State  of  Louisiana,  That  the 
governor  of  the  State  of  Louisiana  is  hereby  authorized  to  appoint  a  board  of  commis- 
sioners to  be  known  as  the  "board  of  commissioners  of  the  port  of  New  Orleans,"  said 
board  to  consist  of  five  members,  who  shall  be  citizens  of  the  United  States  and  reside 
within  the  port  limits  of  New  Orleans,  in  the  parish  of  Orleans,  Jefferson,  or  St.  Bernard, 
and  at  the  time  of  their  appointment  must  be  prominently  identified  with  the  com- 
merce or  business  interests  of  the  port  of  New  Orleans.  One  of  said  commissioners 
shall  be  appointed  for  a  term  of  three  years,  one  for  four  years,  one  for  five  years,  one 
for  six  years,  and  one  for  seven  years.  At  the  expiration  of  their  term  their  successor 
shall  be  appointed  by  the  governor  for  a  period  of  five  years  each.  The  board  shall 
have  the  power  to  fill  the  unexpired  term  should  any  vacancy  occur  through  death, 
resignation,  or  other  cause. 

Power  to  regulate  traffic — Constituted  body  corporate — Charges  it  may  impose,  etc. 

Sec.  2.  Be  it  further  enacted,  etc.,  That  said  board  of  commissioners  shall  have  the 
power  to  regulate  the  commerce  and  traffic  of  the  port  and  harbor  of  New  Orleans  in 
such  manner  as  may,  in  their  judgment,  be  best  for  its  maintenance  and  development. 
They  shall  have  and  enjoy  all  the  rights,  powers,  and  immunities  incident  to  corpo- 
rations. They  shall  be  empowered  and  it  shall  be  their  duty  to  take  charge  of  and 
administer  the  public  wharves  and  landings  of  the  port  of  New  Orleans,  to  construct 
new  wharves  where  necessary,  and  to  erect  sheds  on  the  wharves  and  landings  to  pro- 
tect merchandise  in  transit;  to  place  and  keep  the  wharves  and  landings  in  good  con- 
dition; to  maintain  sufficient  depth  of  water,  and  to  provide  for  lighting  and  policing 
such  wharves  and  sheds  and  landings.  To  defray  said  expenses  they  shall  charge  upon 
shipping  visiting  the  port  of  New  Orleans,  for  the  use  of  wharves,  etc.,  of  the  port  of 
New  Orleans,  the  following  rates:  All  seagoing  vessels  shall  pay  2  cents  per  day,  based 
upon  the  gross  tonnage,  for  the  first  three  days,  and  the  sum  of  1  cent  per  day  for  the 
next  three  ensuing  days,  making  a  maximum  charge  of  9  cents  on  the  gross  tonnage, 
and  thereafter  said  vessel  shall  be  free  from  charge  for  a  period  of  thirty  days. 

That  any  part  of  a  day  shall  be  considered  a  full  day  as  to  the  above  charges,  and 
the  above  charges  shall  be  based  upon  a  single  voyage. 

Where  sheds  are  provided  by  said  board  of  commissioners,  shipping  using  same  shall 
pay  an  additional  charge.  Said  charge  shall  not  exceed,  in  any  case,  the  cost  of  con- 
stniction,  maintenance,  and  management  of  said  improvements,  provided  nothing  in 
this  act  shall  apply  to  wharves  owned  by  riparian  proprietors,  already  constructed  or 
hereafter  constructed  in  accordance  with  provision  of  article  290  of  the  Constitution, 
whether  individuals,  firms,  or  corporations  and  maintained  and  used  by  the  owner 
or  owners  or  lessees,     (As  amended  by  Act  36,  1900,  p.  44.) 

Relation  between  charges  and  expenses 

Sec.  3.  Be  it  further  enacted,  etc..  That  should  the  income  within  the  maximum 
rates  herein  authorized  be  more  than  sufficient  to  carry  out  the  duties  of  the  com- 


150  REPOET   OF   THE  INLAND  WATERWAYS   COMMISSION 

mission,  they  shall  make  said  charges  conform  to  the  necessary  expenditures.  The 
charges  on  barges,  steamboats,  and  other  river  craft  and  luggers,  shall  be  carefully 
calculated  by  the  commissioners  and  the  reduction  of  same  shall  accord  with  the 
charges  on  seagoing  vessels.     (As  amended  by  Act  36,  1900,  p.  44.) 

Repeal  of  certain  latvs  and  retaining  others 

Sec.  4.  Be  it  further  enacted,  etc.,  That  all  laws  and  ordinances  regarding  the  ap- 
pointment and  fees  governing  harbormasters,  masters,  and  wardens,  wharfingers,  wharf 
supeiintendents,  and  any  and  all  laws  in  conflict  with  this  act  are  hereby  repealed,  and 
the  authority  and  control  heretofore  vested  in  them  is  hereby  vested  in  the  board  of 
commissioners  for  the  port  of  New  Orleans,  who  shall  employ  sufficient  persons  to  be 
known  as  deputy  commissioners  not  exceeding  five,  who  shall  under  dii-ection  and 
supervision  of  the  board  perfoiin  the  duties  now  devolving  upon  the  harbormasters, 
master,  and  wardens,  wharfingers,  etc. 

All  laws  within  the  jurisdiction  of  this  commission  and  ordinances  of  the  city  of 
New  Orleans  imposing  penalties  for  violating  the  rules  and  regulations  governing  the 
management  of  the  wharves  and  landings,  in  force  and  effect,  July  9,  1896,  shall 
remain  in  force  and  effect  and  may  be  enforced  by  said  commissioners.  (As  amended 
by  Act  36,  1900,  p.  44.) 

Right  to  purchase  and  expropriate  whanes 

Sec.  9.  Be  it  further  enacted,  etc..  That  the  board  of  commissioners  herein  created  be, 
and  is  authorized  and  empowered  to  acquire  by  purchase  or  expropriation,  the  lease 
of  the  whai-v'es  now  held  by  the  Louisiana  Construction  and  Improvement  Company, 
or  of  any  other  wharves  and  landings,  and  it  is  made  the  duty  of  the  common  councU 
of  New  Orleans  to  provide  for  the  payment  of  the  price  of  such  purchase  or  expropria- 
tion, out  of  the  funds  imder  their  control:  Provided,  That  the  price  to  be  paid  shall 
be  satisfactory  to  the  said  council.  Said  commission  shall  have  the  power  to  expro- 
priate any  property,  wharves,  or  landings  necessary  to  be  expropriated  for  the  benefit 
of  the  commerce  of  the  port  and  harbor  of  New  Orleans  in  accordance  with  the  ex- 
propriation laws  of  this  State.     (As  amended  by  Act  36,  1900.  p.  44.) 

The  amendatory  act  of  1900  reduced  the  prescribed  wharfage  and 
dockage  charges  and  extended  the  power  of  the  board  of  commis- 
sioners to  acquire  property  by  purchase  or  expropriation  to  any 
propert}'',  wharves,  or  landings  necessary  to  be  acquired  for  the 
benefit  of  the  commerce  of  the  port. 

STATISTICS  OF  COMMERCE  ON  INTERIOR  RIVERS 

TRAFFIC  ON  THE  OHIO  AND  MONONGAHELA 

The  movement  of  coal  dowTi  the  Ohio  is  one  of  the  most  important 
factors  in  relation  to  the  traffic  of  that  river.  From  the  Mononga- 
hela,  Big  Kanawha,  and  other  rivers  tributary  to  the  Ohio  large  quan- 
tities of  coal  are  hauled  in  barges  to  all  of  the  important  cities  located 
on  this  river.  St.  Louis,  Memphis,  New  Orleans,  and  other  important 
cities,  also  receive  a  great  quantity  by  way  of  the  Ohio  and  Missis- 
sippi rivers. 

In  Table  11  will  be  seen  a  comparison  of  coal  traffic  hauled  by 
the  rail  Imes,  and  that  carried  by  boats  on  the  Monongahela  and  Ohio 
rivers,  to  Pittsburg  and  beyond,  1900-1906. 

The  shipments  by  rail  have  increased  gradually  and  that  of  the 
river  likewise,  except  for  the  3^ear  1904,  when  a  noticeable  decrease  is 
sho^\^l.  The  tonnage  hauled  by  water  averaged  about  30  per  cent 
for  the  period  showTi.  This  striking  proportion  of  coal  traffic  hauled 
by  water  brings  out  the  importance  of  the  Monongahela  River  as  a 
navigable  waterway. 


COMMEECE    ON    INTERIOR  RIVERS 


151 


Table  11 — Shipments  of  coal  to  and  through  Pittsburg  by  rail  and  river  from  1900  to  1906 
[From  Geological  Survey,  Mineral  Resources  of  the  United  States] 


Transportation  route. 

1900. 

1901. 

1902. 

1903. 

1904. 

1905. 

1906. 

Pennsylvania  R.  R.: 

To  Pittsburg  and  vi- 

Tons. 
1,792,448 
\,  All, 211 

481,587 
990,082 

3,298,470 

150,000 
6,500 

2,234,770 
4,469,540 

Tons.         Tons. 
2,051,361    2,062,422 
1,407,643;  1,701,431 

464,204       580,241 
1,157,966    1,231,314 

3,933,001    4.965.541 

Tons. 
1,851,348 
2,211,347 

442,866 
1,305,565 

5,068,885 

96, 377 
47,895 

9,775,667 
325,767 

Tons. 
1,968,596 
2, 386, 163 

545, 720 
1, 190, 568 

5, 689, 611 

91, 101 
53, 584 

8,929,868 
245, 651 

Tons, 
a  2, 126,  670 
a  2, 728, 232 

597,280 
1,387,215 

6,098,553 

C) 

9,  467, 360 

372,222 
ff  1,055,848 

Tons. 

To  west  of  Pittsburg.. . 

Baltimore  and  Ohio  R.  R.: 

To  Pittsburg  district. . . 

To  west  of  Pittsburg... 

Pittsburg.  Cinciimati, 

Chicago   and   St.   Louis 

R.  R...                

Alleghenv  Valley  Rwy . :  c 

To  Pittsburg  district. . . 

To  west  of  Pittsburg... 
Pittsburg  and  Lake  Erie 
R.  R.: 

Local  and  Pittsburg. .. 

To  west  of  Pittsburg... 
Pittsburg,   Chartiers  and 

163, 809 
19, 755 

1,789,327 
5,367,980 

410,764 

163,303 
15,602 

18,873,150 
360,763 

, ''  5, 107, 413 
d22,  419,  496 

Wheeling  and  Lake  Erie  1 
R.  R                                     1 

Total  by  rail 

14,900,674 

16, 766,  410 

19,953,767 

21,125,717 

21, 100, 862 

23,833,380 

27,526,909 

Monongahela  River  locks: 
To  Pittsburg  district's. 
To  west  of  Pittsburg... 

3,260,393 
2, 557,  470 

4, 662, 127 
3, 283, 353 

5,686,022 
3,619,905 

6, 303, 365 
3,069,299 

4,173,992 
2, 811, 584 

5,558,541 
3,926,319 

6,840,816 
2,883,965 

Total  by  water 

5,817,863 

7,945,480,  9,  .305, 927 

9, 372, 664 

6,985,576 

9,484,860       9,724,781 

Total  shipments 

20, 718, 537 

24,711,890j29,259,694 

30,  498, 381 128, 086,  438 

33,318,240 

37,251,690 

Per  cent  hauled  by  rail. 

Per  cent  hauled  by  water. . 

72 
28 

68 
32 

68 
32 

69 
31 

75 
25 

72 

28 

74 
26 

a  Includes  shipments  over  the  Allegheny  VaUey  Railway,  now  practically  a  part  of  the  Pennsylvania 
system. 

b  By  rail  to  Pittsburg  district. 

c  Coal  originating  on  this  road  only.  Does  not  include  coal  received  from  the  Pennsylvania  R.  R. 
and  forwarded  over  the  Allegheny  VaUey  Rwy. 

d  By  rail  to  west  of  Pittsburg. 

«  Included  in  Pennsylvania  R.  R.  shipments. 

/  Exclusive  of  tonnage  delivered  to  Pittsburg  and  Lake  Erie  R.  R.,  which  is  included  in  shipments 
reported  by  that  company. 

g  West  Side  Belt,  and  Wabash  Pittsburg  Tenninal  railways. 

h  Including  coal  mined  in  pools  Nos.  1  and  2  and  consumed  by  works  along  the  Monongahela  River. 

Table  12  shows  in  more  detail  the  movement  of  coal  by  rail  and 
by  water  to  Pittsburg,  and  to  west  of  Pittsburg.  As  will  be  noted, 
more  than  half  of  the  coal  to  Pittsburg  is  carried  by  water,  the  pro- 
portion of  the  water  carriers  being  57  per  cent  in  1906.  To  west 
of  Pittsburg  the  boat  lines  have  only  the  cities  on  the  Ohio  River 
for  delivery  and  show  only  a  small  proportion  of  this  traffic. 

Table  12 — Movement  of  coal  {tons)  to  and  through  Pittsburg,  1900-1906,  showing  totals 
to  Pittsburg  district  and  xvest  of  Pittsburg 

[From  Geological  Survey,  Mineral  Resources  of  the  United  States] 


To  Pittsburg  district. 

To  west  of  Pittsburg. 

Year. 

By  rail. 

By  water. 

Total 
Pittsburg 
district. 

Per 
cent 
by 
wa- 
ter. 

By  rail. 

By  water. 

Total  to 

west  of 

Pittsburg. 

Per 
cent 
by 
wa- 
ter. 

Total 
ship- 
ments. 

1900... 

3,260,393 
4, 662, 127 
5,686,022 
6,303,365 
4, 173, 992 
5,558,541 
6,840,816 

2,557,470 
3,283,353 
3,619,905 
3,069,299 
2,811,584 
3,926,319 
2,883,965 

20,718,537 
24,711,890 
29,259,694 
30,498,381 
28,086,438 
33,318,240 
37,251,690 

1901... 

1902... 
1903. . . 
1904... 
1905. . . 
1906... 

5,385,017 
5,160,275 
5,083,535 
5,463,012 
5,107,413 

11,071,039 
11,463,640 
9,257,527 
11,021,553 
11,948,229 

51 
55 
45 
50 
57 

14,568,750 
15,965,442 
16,017,327 
18,370,368 
22,419,496 

18, 188, 655 
19,034,741 
18,828,911 
22,296,687 
25,303,461 

20 
16 
15 
18 
11 

152 


KEPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 


Table  13  shows  the  movement  of  coal  through  the  Monongahela 
River  locks  and  Davis  Island  dam  for  the  period  1890-1906.  There 
has  been  a  general  increase  in  this  traffic  for  the  period  mentioned 
Avith  the  exception  of  the  year  1904.  Apparently  75  per  cent  of  river 
coal  is  consumed  in  the  Pittsburg  district,  the  bulk  of  the  rest  being 
carried  to  other  Ohio  River  points. 

Table  13 — Movement  of  coal  through  Monongahela  River  locks  and  Davis  Island  Dam 

1890-1906 

[From  Geological  Survey,  Mineral  Resources  of  the  United  States] 


Year. 

Passed 
through  locks 
on  Mononga- 
hela River. 

Passed  Davis 
Island  dam, 
Ohio  River 
near  Pitts- 
burg, a 

Difference 

approximate 

consumption  of 

river  coal  at 

Pittsburg. 

1890     ...             

Tons 
4,652,104 
4, 276, 588 
3, 872, 340 
3,860,072 
4,649,612 
4, 183, 596 
5,709,252 
5,289,838 
6, 120, 800 
5, 569, 967 
5,817,863 
7,945,480 
69,305,927 
9,372,664 
6,985,576 
9,484,860 
9, 724. 781 

Tons. 
3, 420, 357 
2, 893, 752 
2,299,294 
2, 364,  401 
2, 453, 787 
2, 393, 873 
4, 102, 190 
2, 670, 369 
2, 979, 494 
2,709,140 
2,557,470 
3,283,353 
3, 619, 905 
3,069,299 
2,811,584 
3,926,319 
2,883,965 

Ton.s. 
1,231,747 

1891 

1, 382, 836 

1892 

1,573,046 

1893 

1,495,671 

1894 

2, 195,  S25 

1895 

1,789,723 

1896. 

1, 607, 062 

1897 

2,619,469 

1898 

3,141,306 

1899 

2, 860, 827 

1900 .              

3, 260, 393 

1901 

4, 662, 127 

1902 

5, 686, 022 

1903 

6, 303, 365 

1904 ... 

4, 173, 492 

1905 

5,568,541 
6, 840, 816 

1906. . 

o  From  annual  reports  Ohio  River  improvements. 

b  The  coal  traffic  on  the  Monongahela  is  obtained  by  adding  to  that  which  passes  Lock  3,  the  coal 
mined  and  shipped  in  pools  Nos.  1  and  2.  In  1902  there  were  consumed  in  pools  Nos.  1  and  2, 
4,080,287  tons  river  coal;  in  the  harbor  l>elow  No.  1,  including  the  Allegheny  River,  1,605,735  tons  of 
Monongahela  River  coal,  a  total  of  5,680,022  tons. 

Although  the  traffic  on  Monongahela  River  is  largely  coal,  there  are 
other  commodities  of  importance.  Table  14  shows  the  principal  ar- 
ticles of  traffic  carried  between  Pittsburg  and  Fairmont,  W.  Va.,  for 
the  period  1902-1907. 

Tajble  14 — Traffic  on  Monongahela  River  at  locks  of  maximum  tonnage  between  Pitts- 
burg and  Fairmont,  1902-1907 

[From  Montiily  Summary  of  Commerce  and  Finance,  December,  1903-1907] 


Articles. 

1902.O 

1903.1 

1904. 

1905. 

1906. 

1907. 

Bituminous  coal 

Tons. 

Tons. 

Tons. 
6,320,660 
531,997 
522,283 
123,791 

Tons. 
8,489,340 
664, 128 
737,688 
138,789 

Tons. 

8,902,792 

707,001 

981,412 

80,596 

Tons. 
10,043,460 
724,215 

Sand 

1 

Gravel 

! 

1,039,415 
123,226 

other  articles..  < 

j 

1 

Total 

9,586,686 

10,607,738 

7,498,731 

10,029,945 

10,731,801 

11,930,316 

a  Detail  statistics  not  available. 

It  will  be  seen  that  the  tonnage  of  the  entire  river  has  increased 
gradually  with  the  exception  of  the  year  1904.  The  movement  of 
gravel  and  sand  has  increased  considerably  and  is  next  in  importance 
to  that  of  coal. 

The  coal  traffic  at  Davis  Island  Dam  also  constitutes  almost  the 
entire  tonnage  at  that  point,  while  that  of  sand  and  iron  and  steel 


COMMERCE    ON   INTERIOR  RIVERS 


153 


manufactures  follow  next  in  importance.     The  following  table  shows 
the  articles  carried  both  ways  during  the  period  1903-1907: 

Table  15— Traffic  at  Davis  Island  Dam,  1903-1907 
[From  Monthly  Summary  of  Commerce  and  Finance] 


Articles. 

1903. 

1904. 

1905. 

1906. 

1907. 

Coal 

Tons. 

3,069,199 

72,050 

2,708 

55,900 

94, 596 

Tons. 
2,811,584 
41,330 
16, 163 
3,300 
62,674 

Tons. 

3,926,319 

130,284 

15, 472 

110,020 

96,287 

Tons. 
2,883,965 
106, 180 
12, 130 
24, 415 
82,507 

Tons. 
3,206.727 
33,955 

Iron  and  steel  manufactures 

21,621 

Sand                          .             ... 

682  730 

Miscellaneous 

76,773 

Total 

3,294,453 

2,935,051 

4,278,382 

3,109,197 

4,021,806 

The  production  of  coal  in  the  principal  districts  in  the  State  of 
West  Virginia  are  shown  in  Table  16.  The  Kanawha -New  River 
District,  the  Norfolk  and  Western  District,  and  the  Monongahela 
District  are  the  larger  producers  in  the  order  named. 

Table  16 — Production  of  coal  in  West  Virginia,  1906 
[From  "The  Coal  Trade,"  by  F.  E.  Saward,  1906,  pp.  15 and  16] 


District. 


Gross  tons. 


Potomac 1, 633, 517 

Monongahela 7, 867, 931 

Wheehng 714, 250 

Kanawha-New  River 11, 034, 257 

Norfolk  and  Western 10, 073, 074 


The  movement  of  coal  by  river  and  by  rail  at  Cincinnati,  Ohio,  is 
shown  in  Table  17  for  the  period  1893-1906.  Very  great  fluctua- 
tions occur  in  both  the  receipts  and  shipments,  but  the  general  tend- 
ency has  been  to  increase.  The  per  cent  of  receipts  on  coal  hauled 
by  river  durmg  the  earlier  period  has  been  much  greater  than  that 
of  the  later  years.  The  average  per  cent  for  the  year  1893  was  67  per 
cent;  for  1903,  49  per  cent;  for  1905,  45  per  cent,  and  for  1906, 
33  per  cent.  Although  this  shows  a  comparatively  larger  haul  by 
rail  from  year  to  year,  nevertheless  the  traffic  by  river  represents 
an  approximate  average  of  60  per  cent  for  most  of  the  period. 

Table  17 — Receipts  and  shipments  of  coal  at  Cincinnati,  1893-1906 
[From  Annual  Report  of  the  Cincinnati  Chamber  of  Commerce] 


Year. 


Receipts. 


River. 


Rail. 


Bushels. 

1893.  '  54,020,025 

1894.  56,713,040 
1895.-  41,796,318 

1896 .  58,  S42, 109 

1897.  53,042,776 
1898..  01,315,830 

1S99.       52,356,278 

1900 44,570,535 

1901 51,115,381 

1902 00,030,043 

1903 55,431,966 

1904 43,817,783 

1905 72,935,000 

13D6 56,739,000 


Bushels. 
26,592,000 
19,745,075 
28, 346, 823 
20,847,000 
25,719,250 
20,002,925 
31,404,050 
28,778,500 
40, 275,  (XX) 
44,570,5.50 
5«i,019,925 
74,  .366, 000 
87,885,000 
117,218,000 


Total. 


Bushels. 

80,612,025 

76,458,115 

70,143,141 

79,689,109 

78,702,026 

88,278,755 

83,820,328 

73,340,035 

01,390,981 

104,0)00,592 

112,351,801 

118,183,783 

160,820,000 

173,057,000 


By  river. 


Per  cent. 
67 

74 
60 
74 
67 
69 
62 
61 
56 
57 
49 
37 
45 
33 


Shipments. 


River. 


Busliels. 
2,414,682 
812,797 
3, 458, 825 
2,784,324 
3,509,056 
1,786,379 
1,195,436 
2,811,771 
5,207,771 
6,113,597 
2,787,000 
3,448,000 
0,433,000 
5,833,000 


Rail. 


Bushels. 
16,453,000 
16,216,500 
15.336,500 
12,150,000 
15, 004, 000 
14,921,400 
14,043.000 
11,780;850 
22,047,025 
30, 524, 150 
3e,oa5,750 
41,228,000 
57,541,000 
93,212,000 


Total. 


Bushels. 

18, 867, 682 

17,029,297 

18,795  325 

14,934,324 

19,173,056 

10, 707, 779 

15,239,a36 

14,592,621 

27,254,700 

So, 037. 747 

39,422,750 

4-1, 676, 000 

63,974,000 

90,045,000 


B1G73— S.  Doc.  325,  60-1 11 


154 


EEPORT   OF   THE   INLAND    WATERWAYS   COMMISSION 


The  commerce  passing  through  the  Louisville  and  Portland  Canal 
and  the  Falls  of  the  Ohio  at  Louisville  is  shown  in  Table  18  for  the 
period  1902-1907.  The  coal  traffic  constitutes  almost  the  entire 
tonnage,  which  has  had  a  tendency  to  remain  normal  for  the  period 
indicated. 

Table  18 — Commerce  through  Louisville  and  Portland  Canal  and  the  Falls  of  Ohio 

River,  1902-1907 

[From  Monthly  Summary  of  Commerce  and  Finance] 


Articles. 

1902. 

1903. 

1904. 

1905. 

1906. 

1907. 

Coal 

Tons. 

866,793 

13, 472 

81,104 

51,. 589 

a  975, 831 

Tons. 
1,203,790 
24, 923 
71,092 
67,309 
96,720 

Tons. 
1,498,216 
34,  .543 
45,851 
36,043 
40,9.59 

Tons. 
1,592,487 
43, 571 
49,112 
76,818 
67, 171 

Tons. 

1,154,991 
35,720 
21,012 
72, 1.58 
60, 023 

Tons. 
1,476,980 

Iron  ore  and  manufactures 

25,341 
27,046 

Miscellaneous  merchandise 

78,342 
44, 690 

Total 

1,988,789 

1,463,834 

1,655,612 

1,829,159 

1,343,904 

1,652,399 

o  Includes  total  tonnage  of  all  articles  over  Falls  of  the  Ohio. 
TRAFFIC    ON    THE    MISSISSIPPI 

The  commerce  of  the  Mississippi,  although  not  as  great  as  in  former 
years,  is  still  of  considerable  importance.  The  river  as  far  up  as  St. 
Louis  affords  good  facilities  for  the  operation  of  packet  lines,  but 
above  that  point  low  water  frequently  prevails  during  a  large  part 
of  the  year. 

The  following  tables  show  the  tonnage  received  and  shipped  from 
St.  Louis  via  rail  and  river  for  a  period  of  years  and  also  shows  the 
rivers  to  and  from  which  the  traffic  was  carried. 

It  will  be  noted  on  Table  19  that  the  tonnage  received  in  the  earlier 
years  by  river  was  almost  double  that  of  the  latter.  Shipments  from 
the  Ohio  River  constituted  but  a  small  proportion  of  the  entire  traffic 
in  the  earlier  years  given,  while  at  the  present  it  represents  about  50 
per  cent  of  the  entire  river  tonnage.  The  tonnage  from  the  Missis- 
sippi proper  has  fallen  off  greatly. 

Table  19 — Tonnage  received  at  St.  Louis  via  rail  and  river,  1890-1906 
[From  St.  Louis  Merchants'  Exchange  Reports] 


Year. 

Upper 
Missis- 
sippi 

Lower 

Missis- 
sippi 

Illinois 
River. 

Missouri 
River. 

Ohio 
River. 

Cumber- 
land and 

Tennes- 

Upper 
Missis- 
„?ippi 
River  by 

rafts. 

Total  by 
river. 

Total   by 
rail. 

Grand 
Total. 

River. 

River. 

rivers. 

Tons. 

Tons. 

Tons. 

Tons. 

Tons. 

Tons. 

Tens. 

Tens. 

Tens. 

Tons. 

1890 

128,9r)0 

222,075 

22,770 

21,350 

102,  .500 

33, 135 

132, 940 

663, 730 

9,969,201 

10,633,021 

1,891 

90,865 

209,095 

31, 190 

25,065 

6:3,890 

29,945 

142,090 

592.14010,098,729 

10.690,869 

1892 

135, 4.35 

212,. 545 

49,520 

13,065 

96.930 

49,485 

130,220 

687,200|ll, 229,005 

11,916,205 

1893 

111,710 

216,300 

50,605 

8,000 

.33, 490 

52,790 

126,510 

599, 405 

10,408,039 

11,007,444 

1894. 

111,400 

219, 195 

41,380 

5,480 

35, 375 

42,345 

128,335 

583,510 

9,512,910 

10,096,420 

1895 

78. 170 

239,090 

30,600 

3,270 

35, 440 

23,575 

98,685 

508,830 

10,489,344 

10,998,174 

1890 

01,165 

345, 105 

30,325 

1,245 

62,040 

87,275 

84,010 

671,765 

10,703,116 

11,434,881 

1897 

51,435 

311,540 

38, 130 

250 

26,915 

78,835 

69,  .565 

576,670 

11,921,27912,497,949 

1898 

33,910 

311,915 

20, 415 

790 

37, 130 

45,365 

57,060 

500,585 

12,962,S50!l3,409,435 

1.S90 

45, 410 

238, 140 

32,585 

565 

39, 440 

38,510 

71,960 

466,610 

14.805,872 

15,272.482 

1900 

,50,070 

274, 445 

20,905 

2,725 

2,700 

87,825 

73,340 

512,010 

15,375,441 

15,887,451 

1901 

68,470 

'..';;.■;  ss5 

27,395 

3,860 

57,315 

21,330 

50, 550 

462,805 

17,4.33,523 

17,896,328 

1902 

38.00.'> 

■M.S,!l(l5 

13,525 

0,030 

59,890 

19,690 

30,875 

416,920 

18, 01 :0, 809 

18, 477, 729 

1903 

.32, 705 

lii(i,i)S5 

12,0.35 

1,415 

111,435 

18,035 

4,700 

340, 410 

21,. 580,  403 

21,920,813 

1904 

25, 405 

132,  .585 

9,430 

2,685 

102, 400 

18,920 

3,945 

295,370 

23,319,871 

23,615,241 

1905 

31,190 

107,520 

8,725 

3,580 

125,7.55 

11,870 

1,210 

289, 8.5023, 915, 690 

24, 205,  .540 

1906 

31,140 

106, 670 

14,5.50 

2,48.5 

100, 120 

10,9.35 

1,770 

327,670127,292,617 

27,620,287 

COMMERCE    ON    INTERIOR  RIVERS 


155 


On  the  statement  of  tonnage  shipped  from  St.  Louis  it  will  l)e 
observed  that  the  total  by  river  has  declined  steadily,  with  an  abrupt 
drop  in  1904.  The  small  traffic  to  the  upper  Mississippi  and  Illinois 
rivers  has  somewdiat  increased,  but  that  to  the  lower  Alississippi  has 
fallen  to  less  than  7  per  cent  of  that  in  1890. 

Table  20 — Tonnage  shipped  from  St  Louis  via  rail  and  river,  1890-1906 
[From  St.  Louis  Merchants'  Exchange  Reports] 


Year. 

sissippi 
River. 

Lower 
Mis- 
sissippi 
River. 

Illi- 
nois 
River. 

Mis- 
souri 
River. 

Ohio 
River. 

Cum- 
ber- 
land 
and 
Ten- 
nessee 
rivers. 

Red, 
White, 
and 
Oua- 
chita 
rivers. 

Total 

by 
river. 

Total 

by 
rail. 

Grand 
total. 

1890 

1891 

1892 

1893 

1894 

1895 

189G 

1897 

Tons. 
22,547 
18,630 
51,595 
54,230 
52, 190 
30,780 
31,510 
30.225 
33,805 
33.675 
36,675 
23,392 
23, 130 
44,855 
21,775 
25,730 
36,000 

Tons. 
543,805 
445, 150 
392,635 
342,785 
281.635 
241.155 
508.960 
4ai,315 
339,435 
151.135 
187,385 
158, 493 
174,517 
146, 498 
46,320 
35,295 
34,905 

Tons. 
3,620 
4,305 
7,755 
5,785 
4,495 
7,040 

11,780 
7,065 
8,828 
9,090 
5,020 
9,090 

10, 445 
8,825 
6,605 
6,225 
7,835 

Tons. 

10,035 

19,280 

29, 455 

12,775 

4,075 

5,505 

1,355 

Tons. 

"i',m 

Tons. 
15,675 
22, 435 
19,665 
21,325 
16,535 
17,535 
18,805 
19,760 
17,215 
9,305 

Tons. 

6,180 

3,130 

110 

"4,'i56' 
1,340 

Tons. 
601,862 
512,930 
502,215 
436,900 
363,080 
303,355 
572, 410 
409,365 
399,583 
203,205 
245,580 
209,271 
224, 262 
212,207 
82,565 
80,  .575 
89, 185 

Tons. 

5,270,850 

5,216,228 

5,969,754 

5,  .554, 493 

4, 780, 256 

5.349,327 

5.400,728 

6,137,265 

7,079,319 

8,250,393 

9,180,309 

10,653,065 

11,035,586 

12,971,173 

13,731,194 

15,225,973 

17,672,006 

Tons. 

5,872,712 

5.729,158 

6,471,%9 

5,991,493 

5.143,336 

5,6.52,682 

5,973,138 

6,606,630 

7,478,902 

8, 4<59, 598 

18-.18 

18^9 

300 

1900 

1901 

1902 

1903 

1904 

1905 

1906 

1,225 
7,185 
4,840 
2,345 
2,620 
4,705 
3,565 

6,' 

8, 
6, 

15,275 
11,111 
11,334 
9,684 

245 

B20 

880 

9, 425, 889 
10,862,330 
11,259,848 
13,183,380 
13,813,759 
15,30(i,548 
17,761,191 

The  following  table  shows  the  total  river  traffic  at  St.  Louis  for  the 
period  1890-1906.  The  tonnage  received  b}'  steamboats  and  barges 
is  still  of  some  importance,  although  a  noticeable  decrease  is  shown 
in  the  years  1904  and  1905.  The  greatest  decline  was  effected  hj  the 
falling  off  in  tonnage  received  b}'  rafts  and  that  shipped  by  steam- 
boats and  barges.  The  total  tonnage  by  river,  although  showing  a 
steadj'  decline  for  the  period,  shows  a  material  gain  for  the  year 
1906  over  both  1904  and  1905.  The  increase  was  principally  from 
the  Ohio  and  Illinois  rivers. 

Table  21 — Receipts  and  shipments  via  river  at  St.  Louis,  1890-1906 
[From  St.  Louis  Merchants'  Exchange  Reports] 


Year. 


1890. 
1891. 
1892. 
1893. 
1894. 
1895. 
18%. 


Received 

by 
steam- 
boats 
and 
barges. 


Tons. 
530,790 
450.050 
.556,980 
472.895 
455, 175 
410, 145 
587, 755 

1897 507, 105 

1S98 449, 525 

1899 394,650 

1000 ; I     438,670 

1901 

1002 

1903 

1904 


Received 

by 
rafts. 


412,255 
386,045 
33,5,710 
291, 425 

1905 1     288, 640 

1906 1     325, 900 


Tons. 

132,940 

142,090 

130, 220 

126, 510 

128,335 

98,685 

84,010 

69,565 

57,060 

72,960 

73,340 

50,550 

30,875 

4,700 

3,945 

1,210 

1,770 


Shipped 

by 
steam- 
boats 
and 
barges. 


Tons. 
601,862 
512,930 
502, 215 
436,900 
363,080 
303,355 
572, 410 
469,365 
399,583 
203,205 
245,580 
209,271 
224,262 
212, 207 
82, 565 
80,575 
89,185 


Total 

receipts 

and 

ship- 
ments. 


Tons. 

1,265,592 

1, 105. 070 

1,189,415 

1,036,305 

946, 590 

812, 185 

1,244,175 

1,046,035 

906, 16S 

(i69, 815 

757, 590 

672,076 

641, 182 

552,617 

377,935 

370, 425 

416,855 


156 


REPOET    OF    THE    INLAND    WATERWAYS    COMMISSION 


The  receipts  and  sliipments  of  grain,  flour,  cotton,  lumber,  and 
coal  at  St.  Louis  by  the  Mississippi  Eiver  and  by  rail  are  shown  in 
the  following  tables.  It  will  be  noted  that  a  general  decrease  of 
river  traffic  in  the  later  years  is  shown  for  all  of  the  commodities 
named  with  the  exception  of  that  of  coal  received  from  the  Oliio 
River.  In  most  cases  there  has  been  a  material  gain  for  the  vear 
1906  over  that  of  1905. 

Table  22 — Receipts  and  shipments  of  grain  o  via  rail  and  river  at  St.  Louis,  1895-1906 
[From  St.  Louis  Merchants'  Exchange.  Reports] 


Year. 


1895 

1896 

1897 

1898 

1899 

1900 

1901 

1902 

1903 

1904 

1905 

1906 


Receipts. 


Via  river.  Via  rail 


Bushels. 

1,964.297 

1,555,097 

819, 438 

1,327.763 

1,293,411 

1,831,503] 

1,943,2021 

2, 40S,  700| 

554, 454i 

835, 431 

864,010 

866, 199 


Bushels 
30, 885, 984 
49. 579, 247 
56.781,201 
52, 945, 452 
46, 950, 320 
59.313.301 
5S,  100, 596 
68, 028, 372 
68, 204, 532 
61, 505, 507 
60, 975, 001 
79, 405, 510 


Total. 


Shipments. 


Receipts  and  shipments. 


Via  river.  Via  rail.      Total.     Via  river.    Via  rail 


Bushels. 
32,850,281 
51,134,344, 
57, 600, 639i 
54, 273, 215j 
48, 243, 737 
01,144,804! 
60, 049, 798' 
70,437,072| 
68,  758, 986' 
62, 340, 938 
61,839,01ll 
80,271,7091 


Bushels. 
2, 040, 631 
11,652,027 
6, 813, 450 
7, 276, 668 
2, 669, 180 
3. 943, 266 
2.975,974! 
3, 900, 041  i 
3, 295, 141 

155,-355 
87,  628; 

136, 455 


Bushels. 
17, 043, 272 
20,791,121 
32, 889, 506 
38.317,507 
29, 234, 279 
39, 254, 806 
42, 849, 364 
44, 704, 18(i 
51,609,930 
54,  796, 9(B 
49.546,816 
60, 203, 917 


Bushi 
19,  683, 
32, 443, 
39, 702, 
45, 594, 
31,903, 
43, 198, 
45, 825, 
48, 604, 
54, 905, 
54, 952, 
49, 634, 
60,400, 


Is.  Bushels 
'MS'  4,604,928 
14813,207,124 
956)  7,632,888 
175,  8,004,431 
459  3,962,591 
5,  774, 769 
4,919,176 
6,308,741 
3,849,595 
990, 786 
951,638 
1,002,654 


Bushels. 
47, 929, 256 
70,370,368 
89, 670, 707 
91, 202, 959 
76, 184, 605 
98, 568, 107 
100,955,960 
112,732,558 
119.814,462 
116,302,470 
110,521,817 
139. 669, 427 


Total. 


Bushels. 
52, 534, 184 
83, 577, 492 
97,303,595 
99,867,390 
80, 147, 196 
104, 342, 876 
105, 875, 136 
119,041,299 
123, 664, 057 
117,293,256 
111,473,455 
140,672,081 


n  Wheat,  com,  oats,  barley,  and  rye. 


Table  2.3 —  Varieties  of  bulk  grain  and  total  of  all  grain  shipped  from  St.  Louis  to  New 
Orleans  via  Mississippi  River  boats,  1870-1903 

[From  St.  Louis  Merchants'  Exchange  Reports] 


Year. 

Wheat. 

Com.            Rye. 

Oats. 

Total. 

1870 

Bushels. 
66,000 

Bushels. 

Bushels. 

Bushels. 

Bushels. 
66,000 
312, 077 

1871 

309,077 
1,711,039 
1,373,969 
1,047,794 

172,617 
1,737,237 
3, 578, 057 
2,857,056 
3,585,589 
9,804,392 
8, 640, 720 
2,  .529, 712 
9, 029,  .509 
4,496,7&5 
8,180,039 
7,501,730 
7,365,340 
5,844,042 
12,398,9.55 
8,717,849 
1.482,731 
3  228,645 
3,293,808 
1,263,310 
1,2.51,803 
S,a5S,087 
3,827,963 
3,006,488 
1,748,517 
2,871,870 

5a5, 705 

226,400 
1,025,221 

3,000 

1872 

1,711,039 

1873 

1,373,969 

1, 423, 046 

308, 578 

1874 

365,252 

135,961 
37,142 

a51,453 
1,876,639 
2,390,897 
.5,913,272 
4,197,981 
5,637,391 
1,435,043 
1,318,688 
50,000 

743,439 
3,973,737 
1,247,9.52 
l,6.51,a50 
1,409,440 
fi, 940. 215 
5,149,708 
3,  710,  .360 
1,042,193 

483,614 
1,732,  .563 
1,191,032 
2,747,994 

2»1,720 

169,241 
1,828,244 
2,308,714 
1,724,220 

10,000 

1875 

1876 

1,774,379 

1877 

171,843 
609,041 
1.57,424 
45,000 
22, 423 
15,994 
205,430 
344,864 
36,093 

4,101  353 

1878 

108,867 
30,928 

5,451,603 

1879 

6,164,838 
15,762,664 
12,993,947 

8,333,417 
11,059,808 

6, 647,  .558 

1880 

1881 

132,823 
150,320 
389,826 
487, 221 
401, 787 
598, 7.55 
217, 722 
160,584 
89, 707 
89, 900 

1882 

1883 

1884 

1885 

1886 

8,667,919 
8,834,924 

1887 

11,556,799 

1888;.... 

7, 252. 578 

1889 

1890 

17,432 

14, 1.58, 044 
10, 217, 249 

1891 

4.5,600 

8, 468, 546 

1892 

36,587 
75,430 
40,000 

8,414,940 

1893 

7, 079.  .598 

1894 

2, 345, 503 

isa5 

1, 7*5, 417 

1896 

436,  .5.58 

10.  .527. 208 

1S97 

190,968 
212,720 

265,379        ^  47.-1  .^l9 

1S9S . 

633,505 
249,098 
273,049 

6,600,707 
2,233,235 

1899 

1900 

3, 314, 160 

1001 

2, 36;^,  949 

1902 

1903 

28,212 

28,409 

2,  .591,7^5 
2, 749, 441 

COMMERCE   ON   INTERIOR  RIVERS 


157 


Table  24 — Receipts  and  shipments  of  flour  via  rail  and  river  at  St.  Louis 
[From  St.  Louis  Merchants'  Excliange  Reports] 


Receipts. 

Shipments. 

Receipts  and  shipments. 

Year. 

Via 
river. 

Via  rail. 

Total. 

Via 
river. 

Via  rail. 

Total. 

Via 
river. 

Via  raU. 

Total. 

Bbls. 

Barrels. 

Barrels. 

Bbls. 

Barrels. 

Barrels. 

Barrels. 

Barrels. 

Barrels. 

1890 

09,023 

1,160,352 

1,229,975 

542, 156 

2,338,108 

2, 880, 324 

611,779 

3, 498, 520 

4, 110, 299 

1891 

48,040 

1,304,994 

1,353,640   380,946 

2, 386, 900 

2, 707, 906 

429,592 

3,091,954 

4,121.546 

1892 

78, 957 

1,376,385 

1,455,342   342,488 

1,971,250 

2,313,738 

421,445 

3,347,635 

3,769,080 

1893 

00, 173 

1,104,852 

1,171,025  |27o,108 

1, 709, 019 

2,044,727 

341,281 

2, 874, 471 

3,215,752 

1894 

08, 031 

1,193,278 

1,201,309  1284,834 

1,883,554 

2,108,388 

352, 805 

3,076,832 

3, 429, 697 

1895 

93,847 

919, 497 

1,013,344  1345,380 

1,800,273 

2, 145, 659 

439, 233 

2,  719, 770 

3,159,003 

18911 

M,  001 

1,204,000 

1,348,001    200,052 

l,739,42f» 

1,940,081 

290, 053 

3,004,029 

3,294,682 

1897 

100, OSO 

1,222,070 

1,329,050  1205,608 

1,413,075 

1,618,683 

312, 588 

2, 635, 145 

2,947,733 

1898 

50,075 

1,302,013 

1,358,088  !  72,428 

1,511,684 

1,584,112 

128, 503 

2, 813, 697 

2,942,200 

1899 

59, 2S5 

1,455,030 

1,514,315  1  87,849 

1,939,792 

2,027,641 

147, 134 

3,394,822 

3,541,950 

1900 

49, 070 

1,819,400 

1,869,070   107,927 

2, 427, 279 

2, 535, 200 

157,597 

4,246,679 

4, 404, 276 

1901 

23, 038 

2,147,510 

2,170,548     83,046 

2,878,517 

2,961,503 

106,084 

5,026,027 

5,132,111 

1902 

2"(5, 173 

2, 197, 512 

2,217,085     70,242 

2,614,209 

2, 684, 461 

90, 415 

4,811,721 

4, 902, 136 

1903 

20, 545 

2,314,150 

2,340,695     27,470 

3,099,626 

3,127,096 

54,015 

5,413,776 

5, 467, 791 

1904 

13,905 

2,341,655 

2,355,560  j  26,735 

3,279,463 

3, 306, 198 

40,640 

5,621,118 

5, 661, 758 

1905 

8,055 

2,521,725 

2,529,780  !  18,254 

3,454,355 

3,472,609 

26,309 

5,976,080 

6,002,389 

1900 

11,400 

2,393,345 

2,404,745  1  17,760 

2, 660, 185 

2, 677, 945 

29,160 

5, 053, 530 

5,082,690 

Table  25 — Receipts  of  cotton  via  rail  and  river  at  St.  Louis 
[From  St.  Louis  Merchants'  Exchange  Reports] 


Year. 


By 
lower 
Missis- 
sippi 
River 
boats. 


By 
Cumber- 
land and 
Tennes- 
see river 
boats. 


Total, 
river. 


Total, 
rail. 


Grand 

total, 

river 

and  rail. 


1889-90.. 
1890-91.. 
1891-92.. 
1892-93. . 
1893-94. . 
1894-95. . 
1895-96. . 
189fr-97. . 
1897-98. . 
1898-90. . 
1899-1900 
1900-1901 
1901-2. . . 
1902-3... 
190a-4. . . 
1904-5... 
1905-6... 


Bales. 
12, 198 
11,449 
8,167 
3,605 
2,137 
7,842 
5,930 
9,841 
6,065 
10, 237 
6,922 
3,491 
4,039 
2,785 
872 
1,112 
1,974 


Bales. 
1,341 
3,149 

2,444 
1,259 
1,308 
1,371 

528 
1,823 

440 
1,254 

250 
1,216 

670 
2,735 

646 
1,927 
2,241 


13,539 
14, 598 
10, 611 
4,864 
3,445 
9,213 
6,458 
11,664 
6,505 
11, 491 
7,172 
4,707 
4,709 
5,520 
1,518 
3,039 
4,215 


Bales. 
525, 371 
691, 871 
713,017 
469, 160 
621,976 
917, 072 
559, 225 
558, 749 
892, 724 

1,016,882 
873,079 

1, 108, 818 
928, 126 
739, 483 
522,069 
674,619 
546,876 


Bales. 
538,910 
700, 469 
723, 628 
474, 024 
625, 421 
926, 285 
565,683 
570, 413 
899, 229 

1,028,373 
880, 251 

1,113,525 
932, 835 
745,003 
523, 587 
677, 658 
551,091 


Table  26 — Receipts  of  lumber  at  St.  Louis  via  rail  and  river,  1902-1906 
[From  St.  Louis  Merchants"  Exchange  Reports] 


1902. 


1904. 


1905. 


1906. 


By  rail cars.. 

By  river: 

Lumber feet. . 

Shingles pieces.. 

Lath do 

Pickets do 

Logs superficial  feet. . 


131,576 

51,957,800 

6,455,000 

7,067,000 

216,000 

1,561,830 


125,847 

33,083,600 

3,271,400 

428,800 


124,045 


21,663,800 
658,000 


4,426,000 


146, 741 
5,312,800 


137,083 
11,773,300 

""34,'356'L !!!!!!!!!! 

3,' 747,'366'  "  7,' i76,"  766' I " "  8^  958,' 800 


158 


REPORT   OF   THE   INLAND   WATERWAYS    COMMISSION 


Table  27 — Shipments  of  lumber  from  St.  Louis  via  rail  and  river,  1902-1906 
[St.  Louis  Merchants'  Exchange  Reports] 


By  rail cars. . 

By  river feet. . 


1902. 


71,727 
2,086,000 


81,572 
1,836,000 


1904. 


76, 101 


1905. 


1906. 


85,988 
1,435,000 


97,441 
1,841,000 


a  Shipments  lor  1904  not  available. 

Table  28 — Receipts  of  coal  at  St.  Louis  via  Ohio  River,  1902-1906 
[St.  Louis  Merchants'  Exchange  Reports] 


Year. 

Tons. 

1902 

58,500 

1903 

107,680 

1904 

101,200 

1905 

125,755 

1906 

160, 120 

Below  are  embodied  a  series  of  tables  showing  the  receipts  and 
exports  of  grain  at  New  Orleans  and  the  movement  of  river  traffic 
in  the  same  commodities: 

Table  29 — Receipts  and  exports  of  grain  at  New  Orleans,  1878-1907 

[From  monthly  summary  of  commerce  and  finance,  1900,  and  from  annual  report  New  Orleans  Board 

of  Trade,  1906] 


Year. 


1873 
1874 
1875 
1876 
1877 
1878, 
1879 
1880, 
1881 
1882 
1883 
1884 
1885 
1886, 
1887, 
1888, 
1889, 
1890, 
1891, 
1892, 
1S93, 
1894. 
1895, 
1896, 
1897, 
1898, 
1899. 
1900. 
1901. 
1902. 
1903. 
1904. 
1905. 
1906. 
1907. 


Flour. 


Received. 


Barrels. 
1,046,024 
1,001,504 
804,242 
791,701 
631,602 
639, 304 
019, 461 
626, 418 
042. 460 
729, 749 
726, 291 
692,303 
602,609 
694,263 
624,852 
671, 331 
675,924 
640, 373 
652,873 
842,064 
766,252 
756,068 
655,291 
647, 525 
516, 310 
747, 879 
734,027 
647,796 
535,371 
561,147 
528, 471 
505,428 
497, 143 
520, 577 
766,218 


Ex- 
ported. 


Barrels. 

54,006 

176,745 

74, 219 

93, 792 

34, 208 

38,082 

40,230 

102, 361 

60,543 

66,119 

83,935 

35, 572 

25,430 

24,832 

54,125 

43, 152 

31,646 

44,276 

52,015 

225, 841 

117,878 

133,075 

91,140 

268, 154 

345, 017 

295, 472 

462,462 

378,306 

571,209 

530, 162 

1,162.719 

660, 129 

783, 108 

1,219,867 

855,808 


AVheat. 


Received. 


Bushels. 

896 

325. 287 

145, 485 

82,812 

110,561 

1,048,857 

3, 128. 914 

5.169.497 

6,707,982 

2,890,698 

2, 372, 430 

1,551,591 

95,906 

1,039,466 

4.368,951 

1,484,951 

1,583,385 

1,593,275 

10, 604, 450 

14,592,156 

13,181,944 

2, 390, 353 

868,944 

3, 852, 623 

10,642,166 

12,657,877 

11,874,589 

7, 440, 472 

24, 7%,  841 

17,250,250 

11,218,975 

1,737,015 

809,600 

5, 473, 800 

5,318,200 


Exported. 


Bushels. 


265,788 

206, 399 

37, 102 

105,271 

838,088 

2, 796, 669 

5, 344, 510 

4, 420, 614 

6. 100, 233 

7;  089, 361 

648,337 

1,590,124 

30, 702 

4, 345, 553 

1,566,297 

960,949 

1,523,014 

10, 336, 186 

14,207,443 

12, 896, 734 

2,925,541 

836, 202 

3,853,337 

10,356,248 

12, 795,  .542 

11,562,812 

8,055,397 

24, 485, 807 

10, 505, 284 

11,897,486 

2,089,814 

584. 334 

5,675,8^3 

5,181,165 


Com. 


Received. 


Bushels. 

6,097,522 

5,080,402 

3, 465, 909 

4, 202, 022 

5, 580, 150 

7,996,361 

7,023,191 

11,177,045 

11,508,685 

4,024,325 

10,853,264 

6,092,398 

8,059,486 

8, 195, 998 

8,352,999 

7,001,185 

14,933,398 

13,780,264 

3, 354, 773 

7,501,128 

7,611,607 

4,381,173 

9,927,676 

25, 989, 094 

27,559,482 

19, 74S, 497 

22,041,796 

23,292,659 

11,904,615 

2,791,633 

12,756,740 

4,580,357 

25,052,020 

19, 339, 812 

9,051,000 


Exported. 


Bushels. 

946, 457 

1,244,963 

197, 4^3 

1,639,756 

2,824,921 

6,025,664 

3,909,589 

9,205,984 

7,797,557 

245,987 

6, 378, 158 

6,051,507 

6, 644, 639 

8,553,913 

7,505,816 

4,949,723 

11,812,859 

12,028,362 

1,912,173 

7, 379, 678 

6,506,333 

5,441,448 

8,756,706 

25,292,502 

27, 714, 472 

20, 735,  569 

21,939,586 

23, 403, 453 

12,471,703 

2,074,917 

12,998,4.39 

5,309,214 

21,937,962 

17,337,450 

8,402,993 


Oats. 


Received. 


Bushels. 
2,267,596 
1,868,840 
1,727,232 
1, 166, 432 
1,169,524 
1,687,436 
1,780,872 
1,139,852 
1,598.180 
1,490.254 
1, 560,  .353 
1, 728, 559 
417,880 
439, 633 
1, 320, 152 
523, 740 
1,170,582 
3, 320, 225 
3, 442, 420 
4, 469, 495 
3, 495, 630 
2,204,820 
3,018,241 
3,046,315 
3,799,972 
4,265,955 
3,563,115 
4,972,067 
4,902,106 
2, 522, 891 
4,067,254 
2,435,875 
2, 309, 000 
6,497,146 
4,627,500 


Ex- 
ported. 


Bushels. 
22,228 
56,081 
18,025 
25,002 


2,800 

3,220 

4,890 

449 

6,047 

8,278 

3,442 

1,683 

11,121 

2,186 

1,478 

358 

26, 434 

1,891 

9,103 

122,633 

12,712 

23,790 

262, 143 

1,294,518 

1,662,956 

923,729 

1,569,192 

1,996,409 

ISO, 521 

35,581 

43,200 

894, 143 

5, 417, 779 

1,964,639 


COMMERCE    ON   INTERIOR   RIVERS 


159 


Tablk  30 — Receipts  of  flour  and  grain  at  New  Orleans  via  rail  and  river,  1897,  1898 
[From  Monthly  Summary  of  Commerce  and  Finance,  1900] 


1897. 

1898. 

1897. 

1898. 

Flour: 

Rail 

River 

...barrels.. 
do.... 

do.... 

..bushels. . 
do.... 

do.... 

do.... 

do.... 

do... 

371,293 
143,071 

688,002 
59,277 

Wheat: 

Rail 

River 

Total.. 

Rye: 

Rail 

River 

Total.. 

..bushels.. 
do.... 

do.... 

do.... 

9,392,555 
1,449,111 

9,711,110 
2, 946, 761 

Total.. 

514, 364 

747,879 

10,841,666 

12,657,877 

Corn: 

Roil 

23, 048, 322 
4,522,723 

16, 723, 167 
3,025,330 

17, 500 

River 

do.... 

do.... 

268, 170 

265, 183 

Total.. 

27,571,045 

19.748,497 

268, 170 

282, 683 

Oats: 

Rail 

River 

2,604,884 
1,231,550 

3,191,458 
1,074,497 

Total . . 

3, 836, 434 

4,265,955 

Table  31 — Grain  shipments  from  St.  Louis  and  grain  movements  at  New  Orleans, 

1868-1906 

[Compiled  from  reports  of  New  York  Produce  Exchange] 


Year. 

Shipments 

from 
St.  Louis 
by  river. 

Total  re- 
ceipt.s  at 
New  Or- 
leans. 

Exports 

from 
New  Or- 
leans. 

Year. 

Shipments 

from 
St.  Louis 
by  river. 

Total  re- 
ceipts at 
New  Or- 
leans. 

Exports 
from 

New  Or- 
leans. 

1868 

Bushels. 

Bushels. 
6,540,404 
5,975,831 
7,272,794 
6,895,617 
9,819,365 
8.334,100 
7,287,813 
5,348,086 
5,585,089 
6,867,371 
11,332,784 
12, 108, 262 
17,538.980 
19,8(^,887 
8, 405, 477 
15,104.921 
9,865,937 
8,593,272 
9,675,127 
14,042,102 

Bushels. 

1888 

Bushels. 
7,252,578 
14,158,044 
10,217,249 
8,468,540 
8,415,210 
7,079,598 
2,345,503 
1,735,417 
10,527,208 
5, 475, 342 
6, 600, 707 
2.233.235 
3, 314;  160 
2, 363, 949 
2,541,7.35 
2,749.441 

Bushels. 

9,009,876 
17,770,501 
18,693,764 
17,770,885 
26,845,029 
24,289,181 

9,313,930 
13,814.861 
32,888.032 
42.270,220 
36,9.55,012 
37,655,608 
35,923,490 
41,603,502 
22,021,702 
28, 100, 7.39 

8,753,247 
28,770,620 
31,361,357 

Bushels. 
6, 765, 982 
14,942,980 
13,752  221 

1869 

1889 

1870 

66,000 
312,077 
1,711,039 
1,373,969 
1,423,036 
308,578 
1,774,379 
4,101,353 
5,451,603 
6,164,838 

15,762,664 

12,993,947 
8,333,417 

11,059,508 
6,047,558 
8.6(i7,9l9 
8,834,924 

11,556,799 

1890 

1871 

1891 

12,550,810 
21,953,834 
19,525,600 
8,379  701 

1872 

1892 

1873 

1,119,073 
1,510,751 
403,832 
1,676,858 
2,930,192 
7,416,217 
6,884,381 

14,020,033 

12,292,071 
0,366,767 

12,002,264 
5,810,142 
7,935,815 
9,183,141 

11,867,984 

1893 

1874 

1894 

1875 

1895 

9,616,698 
29,425,682 
39,624,908 
35,428,041 
34,602,295 
33,250,014 
38,753,369 
18,512,069 
25,415,172 

8,269,774 
22,026,855 
27,468,374 

1876 

1896 

1877 

1897 

1878 

1898 

1899 

1879 

1880 

1900 

1901 

1881 

1882 

1883 

1884 

1902 

1903 

1904     ..     .   . 

1885 

1905 

1886 

1906 

1887 

160 


REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 


TRAFFIC    ON    VARIOUS    RIVERS    AND    CANALS 

The  following  is  a  table  of  traffic  on  some  of  the  smaller  rivers  and 
canals  throughout  the  country.  There  has  been  a  general  increase 
on  most  of  the  rivers  from  year  to  year.  There  has  also  been  a 
material  gain  for  the  year  1907  over  both  1905  and  1906,  the  traffic 
aggregating  2,955,444  tons  for  the  routes  named. 

Table  32 — Freight  transported  on  various  rivers  and  canals,  1902-1907 
[From  Monthly  Summary  of  Commerce  and  Finance] 


Rivers  and  canals. 


1902. 


1903. 


1905. 


1906. 


Barren  River,  Ky.,  Lock  1 

Big  Sandy  River,  Ky.,  and  W. 

Va.,  Lock  3  or  2. ..! 

Black  Warrior  River,  Ala.,  Lock 

12  (formerly  3) 

Canal  at  the  Cascades,  Oreg 

Coosa   River,   Ala.,    Lock  2   or 

Lock3 

Cumberland  River,  Term.,  Lock 

A 


Tons. 
41,231 

251,911 

16, 105 
25,308 

3,226 


Des  Moines  Rapids  Canal 

Green  River,  Ky.,  Lock  1 

Kanawha  River,  Great  Lock  11. 
Kanawha  River,  Little  Lock  5. . 
Kentucky  River,  Ky.,  Lock  4. . . 

Muscle  Shoals  Canal,  Tenn 

Muskingum  River,  Ohio,  Lock  1. 

Rough  River,  Ky.,  Lock  1 

Wabash  River,  Ind.,  Lock  1 

Yamhill  Lock,  Oreg 


55, 781 

392,847 

977, 101 

69, 706 

48, 665 

7, 188 

37,380 

25,977 

1,594 

1,718 


Tons. 
36,949 

289, 499 

32, 134 

37,848 

2,106 


34, 815 
450, 739 


101,801 

9,691 

58, 264 

34,390 

1,771 

997 


Tons. 
39,945 

305, 892 

14,625 
33, 173 

576 


47,440 
374, 853 


102, 129 

10, 562 

29,351 

35,446 

1,662 

3,394 


Tons. 
52,432 

146,413 

12,530 
41,390 

2,584 

87,382 

20, 895 

400, 120 

.,511,872 

106, 520 

134, 324 

17, 796 

38,070 

59, 696 

6,014 

2,785 


Tons. 
35,583 

241,409 

15, 150 
48,305 

2,815 

63,379 

34,447 

375,919 

1,208.023 

142,006 

144,255 

26, 878 

27, 872 

34, 112 

5,597 

3,304 


Tons. 
38,526 

174,587 

20,340 
65,934 

1,612 

79, 415 

23,994 

424, 770 

1,725,525 

108, 75li 

191,311 

21,101 

42,828 

28, 754 

6,312 

1,673 


NAVIGATION  ON  THE  COLORADO 


In  a  letter  to  the  Bureau  of  Corporations,  dated  January  30,  1907, 
Mr.  J.  A.  Mellon,  master  of  the  steamer  Cochan,  operating  on  the 
Colorado  River,  gives  the  following  brief  history  of  transportation  on 
that  stream: 

In  tlie  year  1851  it  became  necessary  for  the  United  States  to  establish  a  military 
post  at  Yuma.  The  troops  marched  from  San  Diego.  To  supply  the  troops  by  tlie 
desert  route  was  found  impossible  and  a  contract  was  let  by  the  quartermaster  to  G.  A. 
Johnson  to  transport  75  tons  by  water  from  San  Francisco  to  Yuma.  Johnson  .shipped 
the  stores  on  the  schooner  Sierra  Nevada  to  the  mouth  of  the  Colorado,  with  lumber 
enough  on  deck  to  build  flat  boats  for  the  river  transportation,  and  with  the  same  he 
cordelled  the  freight  to  Yuma,  making  a  successful  trip.  The  next  contract  let  was 
for  100  tons,  and  a  man  by  the  name  of  Turnbull  was  the  successful  bidder.  He 
shipped  the  goods  to  the  mouth  of  the  river  on  the  Invincible,  and  with  material  for 
building  a  small  boat,  which  he  named  the  Uncle  Sam.  His  boat  did  not  have  power 
enough  to  stem  the  current  of  the  Colorado.  When  he  reached  a  point  50  miles  from 
Yuma  he  landed  his  freight  and  from  there  it  was  hauled  to  Yuma  by  teams.  The 
charge  for  hauling  it  was  so  great  that  it  broke  Turnbull.  The  next  contract  was 
awarded  to  George  A.  Johnson,  and  he  built  a  steamer  which  he  named  the  General 
Jessup.  Johnson  formed  an  association  with  Ben  Hartshorn  and  another  man  of  the 
name  of  Mintron,  and  the  firm  was  known  from  that  time  (1853)  until  the  year  1871  by 
the  name  of  G.  A.  Johnson  &  Co.  Their  agent  in  San  Francisco  was  George  F. 
Hooper,  who  was  also  sutler  at  Yuma  from  1853  until  the  Southern  Pacific  Railroad 
reached  Yuma  in  April,  1877.  George  A.  Johnson  was  connected  with  the  transpor- 
tation of  all  Government  and  all  other  stores  from  San  Francisco  to  El  Dorado  Canyon, 
on  the  Colorado  River.  The  river  route  was  525  miles  and  the  sea  route  was  1,950 
miles  by  the  Pacific  and  Gulf  of  California.  In  1871  G.  A.  Johnson  &  Co. 
incorporated  under  the  name  of  the  Colorado  Steam  Navigation  Company  and  put 


COMMEECE    OF   TNTEETOE  EIVEES  161 

on  the  steamships  Neivhorn  and  Montana  to  connect  with  the  river  boats.  These 
ships  made  a  trip  from  San  Francisco  every  twenty  days  to  the  moiitli  of  the  river. 
Previous  to  1871  freight  was  received  on  the  river  boats  from  sailing  vessels,  with  an 
occasional  steamship,  when  there  was  a  rush  of  Government  supplies  and  troops. 

Civilian  freight  first  became  an  item  on  the  Colorado  River  in  1859  when  the  Gila 
placer  mines  were  struck,  and  from  that  time  until  the  Southern  Pacific  Railroad 
reached  Yuma  there  was  a  steady  increase  in  river  trade. 

Mr.  Mellon  estimates  that  there  were  110  men  employed  on  the 
boats  and  barges  and  in  the  shipyards  on  the  river,  belonging  to  the 
Colorado  Steam  Navigation  Company.     Ho  continues: 

"When  the  railroad  reached  a  point  30  miles  from  Yuma  in  March,  1877,  the  P.  I. 
Company,  a  branch  of  the  Southern  Pacific  Railroad,  bought  out  the  Colorado  Steam 
Navigation  Company,  and  from  that  year  until  1886  the  P.  I.  Company  ran  the  river 
boats  in  connection  with  the  Southern  Pacific  Railroad.  In  September,  1886,  the 
P.  I.  Company  sold  their  interests  to  Polhamus  &  Mellon,  who  controlled  the  trade 
until  1903,  at  which  time  Polhamus  withdrew,  and  at  present  the  transportation  is 
controlled  by  Joe  J.  Thornton,  J.  A.  Mellon,  John  Gandolfo,  Frank  Monaghan,  and 
Dan  Murphy.  They  own  the  steamer  Cochan  and  the  barge  Silas  J.  Lewis.  The 
Cochan  is  237  tons,  custom-house  measure.  She  is  157  feet  over  all  and  32  feet 
beam,  and  draws  20  inches  of  water  when  light,  and  for  every  10  tons  of  freight 
displaces  1  inch  of  water.  The  barge  Silas  J.  Lewis  is  150  feet  over  all,  32  feet 
beam,  4  feet  deep.  She  measures  100  tons,  draws  7  inches  without  load,  and  carries 
11  tons  to  every  inch  you  sink  her  in  the  water,  or  178  tons  on  a  draft  of  2  feet.  We 
are  not  incorporated,  although  we  work  under  the  name  of  the  Colorado  Steam  Navi- 
gation Company,  the  reason  for  which  is  that  I  have  been  on  the  boats  constantly 
since  1863,  first  with  G.  A.  Johnson  &  Co.,  then  with  the  Colorado  Steam  Navi- 
gation Company,  next  with  the  P.  I.  Company,  which  still  retains  the  name  of  the 
Colorado  Steam  Navigation  Company,  and  when  Polhamus  and  I  bought  out  the 
boats  we  continued  to  call  it  the  Colorado  Steam  Navigation  and  so  down  to  the  present 
time. 

Mr.  Mellon  states  that  the  profits  of  his  company  are  far  less  now 
than  before  the  advent  of  the  railroad  into  Arizona.  He  states  that 
the  Cochan  was  built  in  1899  at  a  cost  of  $26,000,  starting  on  her  first 
run  January  7,  1900.  The  barge  Silas  J.  Lewis  was,  according  to 
his  statement,  launched  September  29,  1901.  Referring  to  the  sub- 
ject of  competing  boat  lines,  Mr.  Mellon  writes  that  the  first  competi- 
tive boat  put  on  the  Colorado  was  in  1864,  the  name  of  the  vessel  being 
Esmeralda  and  her  owner  Thomas  E.  Trueworthy.  Owing  to  True- 
worthy's  ignorance  of  navigating  the  Colorado  she  went  to  the  wall 
and,  according  to  the  statement  of  Mr.  Mellon,  was  sold  to  G.  A.  Johnson 
&  Co.  for  a  nominal  sum.  Mr.  Mellon  writes  that  the  next  competi- 
tive boat  was  the  Ninatilden,  in  1868,  which  appears  to  have  gone 
the  same  way  as  the  Esmeralda.  No  further  competition  appears  to 
have  been  encountered  until  1902,  when  the  Mexican-Colorado  Navi- 
gation Company  was  formed  in  Los  Angeles,  Cal.  In  reference  to 
this  organization  Mr.  Mellon,  in  his  letter,  makes  the  following  state- 
ment: 

They  [Mexican-Colorado  Navigation  Company]  put  on  a  small  boat  called  the 
St.  Vallier.     She  is  75  feet  in  length  and  has  been  in  the  hands  of  the  sheriff  for  a  year. 


162 


REPORT    OF    THE    IISTLAND    WATERWAYS    COMMISSIOlSr 


Mr.  Alellon,  in  his  letter,  thus  summarizes  the  history  of  vessel 
building  on  the  Colorado  River: 

Table  33 — Vessels  on  Colorado  River 


Name. 


Ives 


Uncle  Sam 

Genera  1  Jessup 

Colorado  No.  1 

Explorer   Lieut.   J.   C. 

(Government  boat). 

Cocopah  No.  1 

Colorado  No.  2 

Mohave  No.  1 

Esmeralda 

Ninatilden     (built     in    San 

Francisco). 

Cocopah  No.  2 

Gila 


Class. 


Steamer . 
....do... 
....do... 
....do... 


.do., 
.do., 
.do., 
.do., 
.do.. 


.do. 
.do. 


When 
built. 


1852 
1853 
1856 
1857 

1858 
1862 
1864 
1864 
1865 

1S67 
1872 


Name. 


Mohave  No.  2 

Mohave  No.  3 

Cochan 

St.  Vallier  (iron) 

Searchlight 

No.l 

No. 2 

No.3 

No.  4 

Black  Crook 

White  Swan 

Silas  J.  Lewis 


Class. 


Steamer 
....do.. 
....do.. 
....do.. 
....do.. 
Barge... 
....do.. 
....do.. 
....do.. 
....do.. 
....do.. 
....do.. 


When 
built. 


1876 
1884 
1899 
1898 
1903 
1864 
1866 
1867 
1872 
1864 
1868 
1901 


Referring  to  the  subject  of  barges,  Mr.  Mellon  writes  that  all  of 
these  except  the  Silas  J.  Lewis  were  rebuilt  a  number  of  times. 
He  ends  his  letter  with  this  statement: 

I  have  come  to  the  conclusion  that  any  river  that  has  over  4  feet  fall  to  the  mile  can 
not  compete  with  a  railroad  for  freight  or  passengers. 


3.  STATISTICS  OF  COMMERCE  ON  THE  GREAT  I^AKES 


TOTAL  TRAFFIC  ON  THE  GREAT  LAKES 

A  summary  of  lake  traffic  at  United  States  ports  for  the  years 
1905-1907  is  given  in  the  following  tables.  The  various  quantities 
and  units  of  freight  are  reduced  to  their  equivalents  in  net  tons. 

The  principal  commodities  moved  on  the  Great  Lakes  and  the  per 
cent  which  each  bears  to  the  total  traffic,  as  shown  in  tables  34  and  35, 
are  as  follows:  Iron  ore,  54.4  per  cent  to  56.5  per  cent;  coal,  19.8 
per  cent  to  25.8  per  cent;  wheat,  flour,  and  grain,  6.1  per  cent  to  7 
per  cent,  and  lumber  and  logs,  3.7  per  cent  to  6.6  per  cent.  There 
has  been  a  marked  increase  for  the  total  movement  since  1905,  the 
increase  for  1907  over  that  year  for  both  receipts  and  shipments  being 
24  per  cent. 

Table  3i—Do7nestic  shipments  on  Great  Lakes,  1905-1907 

[From  Monthly  Summary  of  Commerce  and  Finance,  December,  1905,  pp.  1908-1913;  December,  1906, 
pp.  1295-1299;  December,  1907,  pp.  1165-1169] 

[Net  tons,  thousands] 


Articles. 


1905.    i    1906. 


1907. 


Coal 

Flour 

Wheat  a 

Grain  other  than  wheat  b  . .. 
Manufactured  and  pig  iron  c 

Salt 

Copper  c 

Iron  ore  c 

Lumber  and  logs  

Unclassified  freight  « 

Total 


14, 666 

1,257 

1,020 

2,409 

775 

565 

135 

36, 621 

4,269 

5,629 


17,575 
1,335 
1,432 
2,258 
1,035 
568 
131 

41,297 
3,993 
5,986 


21,525 

1,315 

1,900 

1,960 

787 

558 

119 

45,615 

d2.761 

6,697 


67,346     75.610  '     83,507 


PERCENTAGE  OF  TOTAL  SHIPMENTS 


Coal 

Flour 

Wheat 

Grain  other  than  wheat  . . . 
Manufactured  and  pig  iron . 

Salt 

Copper 

Iron  ore 

Lumber  and  logs 

Unclassified  freight 


21.8 

23.2 

1.9 

1.8 

1.5 

1.9 

3.6 

3.0 

1.1 

1.4 

.8 

.7 

.2 

.2 

54.4 

54.6 

6.3 

5.3 

" 

7.9 

25.8 

1.6 

2.3 

2.4 

.9 

.  7 

.1 

54.6 

3.3 

8.3 


a  Converted  from  bushels  on  basis  1  bushel  equals  60  pounds. 

i>  Converted  from  bushels  on  basis  1  bushel  com  equals  56  pounds;  1  bushel  oats  equals  32  pounds;  1 
bushel  barley  equals  48  pounds;  1  bushel  rye  equals  56  pounds. 
'  Converted  from  gross  to  net  tons. 
d  Logs  included  in  unclassified  freight. 
e  Includes  flaxseed  converted  from  bushels  on  basis  1  bushel  equals  56  pounds. 


163 


164 


REPORT   OF   THE   INLAND   WATERWAYS    COMMISSION 


Table  35 — Domestic  receipts  on  Great  Lakes,  1905-1907 

[From  Monthly  Summary  of  Commerce  and  Finance,  December,  IQO.'i,  pp.  1908-1913;  December,  1906, 
pp.  1295-1299;  December,  1907,  pp.  1165-1167] 

[Net  tons,  thousands] 


Articles. 


1905. 


1906. 

1907. 

15,533 

19,468 

1,338 

1,314 

1,459 

1,874 

2,004 

1,776 

1,044 

778 

555 

560 

140 

118 

41,319 

45,572 

3,852 

3,013 

5,934 

6,651 

Coal 12, 914 

Flour 1, 247 

Wheat  a 1, 028 

Grain  other  than  wheat  b 2, 1.58 

Manufactured  and  pig  iron  c 729 

Salt 548 

Copper  c 133 

Iron  ore  c 36, 609 

Lumber  and  logs 4, 317 

Unclassified  freight  d 5, 712 


Total 65, 395 


73,178  I    81,124 


PERCENTAGE  OF  TOTAL  RECEIPTS 


Coal 

Flour  

Wheat 

Grain  other  than  wheat  . . . 
Manufactured  and  pig  iron 

Salt 

Copper  

Iron  ore  

Lumber  and  logs 

Unclassified  freight 


19.8 

21.2 

1.9 

1.8 

1.6 

2.0 

3.3 

2.7 

LI 

L4 

.8 

.8 

.2 

.2 

56.0 

56.5 

6.6 

5.3 

8.7 

8.1 

24.0 
1.6 
2.3 
2.2 
1.0 
.7 
.1 

56.2 
3.7 
8.2 


a  Converted  from  bushels  on  basis  1  bushel  equals  60  pounds. 

b  Converted  from  bushels  on  basis  1  bushel  barley  equals  48  pounds;  1  bushel  oats  equals  32  pounds; 
1  bushel  corn  equals  56  pounds;  1  bushel  rye  equals  56  pounds, 
c  Converted  from  gross  to  net  tons. 
d  Includes  flaxseed  converted  from  bushels  on  basis  1  bushel  equals  56  pounds. 

TRAFFIC  THROUGH  ST.  MARYS  FAXLS  CANALS. 

Below  is  a  summary  of  lake  traffic  passing  through  the  St.  Marys 
Falls  Canals  and  the  per  cent  of  each  commodity  to  the  total  tonnage 
for  the  period  1901-1907. 

Table  36— Traffic  through  St.  Marys  Falls  Canals,  1901-1907 

[From  Monthly  Summary  of  Commerce  and  Finance.  1902-1907] 

[Net  tons,  thousands] 


1902. 

1903. 

1904. 

4,812 

6,938 

6,455 

891 

709 

471 

2,302 

1,841 

1,498 

666 

770 

793 

198 

193 

230 

62 

64 

51 

121 

113 

110 

24,277 

21,655 

19,636 

1,853 

1,710 

1,542 

779 

681 

760 

35,961 

34,674 

31,546 

1907. 


Coal 4, 593 

Flour 763 

Wheat  a I  1 ,  584 

Grain,  other  than  wheat  b 594 

Manufactured  and  pig  iron 206 

Salt :  62 

Copper 99 

Iron  ore 18,091 

Lumberc I  i,806 

Unclassified  freight 605 


6,509 

577 

2,050 

941 

238 

59 

106 

31,333 

1,610 


8,740 

649 

2,528 

1,304 

391 

66 

108 

35,357 

1,467 

1,141 


11,400 

652 

2,944 

1,043 

308 

65 

90 

39,595 

1,097 

1,023 


Total 28, 403 


44,271     51,751 


58,217 


PERCENTAGE  OF  TOTAL  FREIGHT 


Coal 

Flour 

Wheat 

Grain,  other  than  wheat  .. 
Manufactured  and  pig  iron 

Salt 

Copper 

Iron  ore 

Lumber 

Unclassified  freight , 


16.2 

13.4 

20.0 

20.5 

14.7 

16.9 

2.7 

2.5 

2.0 

L5 

1.3 

1.3 

5.6 

6.4 

5.3 

4.8 

4.6 

4.9  , 

2.1 

L9 

2.2 

2.5 

2.1 

2.5 

.7 

.5 

.6 

.7 

.5 

.8 

.2 

.2 

.2 

.2 

.1 

.1 

.3 

.3 

.3 

.3 

.3 

.2 

63.7 

67.6 

62.5 

62.2 

70.8 

68.3 

6.4 

5.1 

4.9 

4.9 

3.7 

2.8 

2.1 

2.2 

2.0 

2.4 

1.9 

2.2 

19.5 

1.1 

5.0 

1.8 

.5 

.1 

.1 

68.2 

1.9 

1.8 


«  Converted  from  bushels  on  basis  1  bushel  equals  60  pounds. 
ti  Converted  from  bushels  on  basis  1  bushel  equals  48  pounds. 
c  Difference  between  other  listed  articles  and  total  freight. 


STATISTICS   OF    COMMERCE    ON   THE   GREAT   LAKES 


165 


It  will  be  noted  that  the  chief  articles  of  commerce  and  the  per- 
centages of  the  total  traffic  correspond  roughly  with  those  for  the 
total  lake  traffic,  with  the  exception  of  the  iron  ore.  The  same  prin- 
cipal articles  carried  are  iron  ore,  coal,  wheat,  lumber,  flour  and  grain. 

The  following  table  is  a  comparison  of  traffic  passing  through  the 
St.  Marys  Falls  Canals  with  that  of  the  total  lake,  1905-1907.  Of 
the  more  important  articles,  iron  ore  leads  A\dth  approximately  86  per 
cent,  copper  78  per  cent,  coal  49  per  cent,  flour  48  per  cent,  grain 
other  than  wheat  50  per  cent,  and  lumber  and  logs  38  per  cent. 

The  greater  amount  of  tonnage  credited  to  wheat  passing  through 
the  canals  over  that  of  the  total  domestic  lake  traffic  is  due  largely 
to  the  movement  from  Canadian  ports.  On  the  whole,  the  canal 
traffic  represents  about  two-thirds  of  the  total  domestic  lake  traffic. 

Table  37 — Comparison  of  domestic  traffic  on  Great  Lakes  and  total  traffic  through  St. 
Manjs  Falls  Canals,  1905-1907 

[Compiled  from  Tables  34  and  36] 
[Net  tons,  thousands] 


1905.                                          1906. 

1907. 

Articles. 

Total 
do- 
mestic 

lake 
traflic.o 

Traffic 
through 

St. 

Maiys 

Falls 

Canals,  b 

Per 

cent 

St. 

Marys 

Falls 

Canals 

of 
total. 

Total 
do- 
mestic 

lake 
traffic.o 

Traffic 
through 

St. 

Marys 

Falls 

canal  s.!> 

Per 
cent 
St. 
Marys 
Falls 
canals 

of 
total. 

Total 
do- 
mestic 

lake 
traffic." 

Total 

through 

St. 

Marys 

Falls 

canals.  6 

Per 

cent 

St. 
Marys 

Falls 
canals 

of 
total. 

Coal 

14,666 
1,257 
1,020 

2,409 

775 

565 

135 

36.621 

4,269 

5,629 

6,509 

577 

2,050 

941 

238 

59 

106 

31,333 

1,610 

848 

44.4 
45.9 

39.1 

30.7 
10.4 
78.5 
85.6 
37.7 
15.1 

17,575 
1,335 
1,432 

2,258 

1,035 

568 

131 

41,297 

3,993 

5,986 

8,740 
649 

2,528 

1,304 

391 

66 

108 

35,357 

1,467 

1,141 

49.7 
48.6 

57.8 

37.8 
11.6 
82.4 
85.6 
36.7 
19.1 

21,525 
1,315 
1,900 

1,960 

787 

558 

119 

45,615 

2,761 

6,967 

11,400 

652 

2  944 

53.0 

Flour 

49.6 

Wheat 

Grain,     other     than 
wheat . 

1  043          ^^  5i 

Manufactured  find  pig 

iron 

Salt 

308 

05 

90 

39,595 

1,097 

1,023 

39.1 
11  6 

Copper 

75.6 

Iron  ore 

Lumber  and  logs 

Unclassified  freight . . . 

86.8 
39.7 
14.7 

Total 

67,346 

44,271 

65.7 

75, 610 

51,751 

68.4 

83,507 

58,217 

69.7 

o  Domestic  shipments. 


^  Including  Canadian  traffic. 


The  following  table  shows  the  number  and  class  of  vessels  by  years 
from  1881  to  1907  inclusive,  together  with  passengers,  passing  through 
the  canals.  Beginning  with  the  year  1895,  the  figures  include  traffic 
passing  through  the  Canadian  canal  which  was  opened  to  commerce 
on  September  9  of  that  year.  There  has  been  a  general  increase  in 
the  total  passages  for  the  entire  period,  with  the  exceptions  of  the 
Tears  1903,  1904.  and  1907.  The  registered  tonnage  has  increased 
relatively  more;  that  of  1907  over  1887  being  800  per  cent;  over 
1897,  150  per  cent,  and  over  1902,  38  per  cent.  It  is  of  interest  to 
note  that  although  the  total  passages  in  1907  decreased  b}-  1,718 
over  the  year  1906,  the  regi^ered  tonnage  in  turn  increased  by 
2,989,650  net  tons.  This  remarkable  condition  is  due  to  the  fact 
that  the  ore  carriers  in  recent  years  arc  being  constructed  consider- 
ably larger,  some  of  the  largest  ore  boats  having  been  put  into  serv- 
ice durinn;  1907. 


166 


REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 


Table  38 — Vessel  movement  through  St.  Marys  Falls  Canals,  1881-1907 
[From  Monthly  Summary  of  Commerce  and  Finance,  December,  1907,  p.  1176] 


Years. 


1881... 
1882. . . 
1883. . . 
1884. . . 
1885. . . 
1886. . . 
1887. . . 
1888... 
1889. . . 
1890. . . 
1891... 
1892. . . 
1893. . . 
1894. . . 

1895  a  . 

1896  . . 
1897. . . 
1898. . . 
1899. . . 
1900... 
1901... 
1902. . . 
1903. . 

1904  6. 

1905  6. 

1906  b. 

1907  6, 


Date  of 
opening 
canal. 


May  7 
Apr.  21 
May  2 
Apr.  23 
May  6 
Apr.  25 
May  1 
May  7 
Apr.  15 
Apr.  20 
Apr.  27 
Apr.  18 
May  1 
Apr.  17 
Apr.  25 
Apr.  21 

do. .. 

Apr.  11 
Apr.  26 
Apr.  19 
Apr.  20 
Apr.  1 
Apr.  2 
May  5 
Apr.  14 
Apr.  13 
....do... 


Date  of 
closing 
canal. 


Dec.  5 

Dec.  3 

Dec.  11 

Dec.  10 

Dec.  2 

Dec.  4 

Dec.  2 

Dec.  4 
...do... 

Dec.  3 

Dec.  7 

Dec.  6 

Dee.  5 

Dec.  6 

Dec.  11 

Dec.  8 

Dex.  14 
...do... 

Dec.  20 

Dec.  16 

Dec.  21 

Dec.  20 

Dec.  15 

Dec.  13 

Dec.  16 

Dec.  17 

Dec.  11 


Tonnage  and  class  of  vessels. 


sailing 


Number. 
1,706 
1,663 
1,458 
1, 709 
1,689 
2,534 
2,562 
2,009 
2,635 
2,872 
2,405 
3,324 
2,955 
3,676 
4,790 
4,391 
4,438 
4,449 
4,776 
4,004 
4,482 
4,368 
3,569 
2,994 
3,263 
2,817 
2,303 


Steam-  :  ^nregis- 
ers  *ered 

^^^-  craft. 


Number. 
2,117 
2,739 
2,620 
3,609 
3,354 
4,584 
5,968 
5,305 
6,501 
7,268 
7,339 
8,737 
8,379 
10, 208 
12, 495 
13, 404 
12,029 
12, 461 
14,378 
14,426 
14,372 
17,069 
14,027 
12, 188 
17, 197 
18, 138 
17,245 


Number. 

181 

372 

237 

371 

337 

306 

825 

489 

443 

417 

447 

519 

674 

607 

671 

820 

704 

851 

1,101 

1,022 

1,187 

1,222 

1,000 

938 

1,219 

1,200 


Total      Registered 
passages,    tonnage. 


Number. 
4,004 
4,774 
4,315 
5,689 
5,380 
7,424 
9,355 
7,803 
9,579 
10, 557 
10, 191 
12,580 
12,008 
14, 491 
17,956 
18, 615 
17,171 
17, 761 
20,255 
19, 452 
20,041 
22, 659 
18, 596 
16, 120 
21,079 
22, 155 
20,437 


Net  ions. 
2,092,757 
2,468,088 
2, 042, 259 
2,997,837 
3,035,937 
4,219,397 
4, 897, 598 
5, 130, 659 
7,221,935 
8,  454, 435 
8,  400, 685 
10, 647, 203 
8, 949, 754 
13,110,366 
16, 806, 781 
17,249,418 
17,619,933 
18, 622, 754 
21,958,347 
22,315,834 
24,626,976 
31,  £55, 582 
27  736,444 
24, 364, 138 
36, 617, 699 
41,098,324 
44,087,974 


Passen- 
gers. 


I<  umber. 
24, 671 
29,256 
39, 130 
54, 214 
36, 147 
27,088 
32,668 
25,558 
25, 712 
24, 856 
26,190 
25,896 
18,869 
27,236 
31,656 
37,066 
40, 213 
43,426 
49,082 
58,555 
59,663 
59,377 
55, 175 
37, 695 
54,204 
63,033 
62,758 


a  From  1895  figures  include  traffic  through  Canadian  canal,  opened  to  commerce  Sept.  9,  1895. 
b  In  1904,  1905,  1906,  and  1907  the  dates  of  opening  and  closing  are  for  American  locks. 

The  traffic  through  the  St.  Marys  Falls  canals  is  further  outlined 
in  tables  39  and  40.  There  has  been  a  steady  increase  in  the 
tonnage  throughout  the  entire  period,  except  in  1891  and  1893  and 
in  1903  and  1904,  when  the  ore  tonnage  fell  heavily.  The  importance 
of  this  commodity  in  the  movement  of  lake  tonnage  is  a  most  vital 
one.  During  the  earlier  years,  flour,  wheat,  other  grain,  and  lumber 
were  more  important  in  the  movement  of  commerce. 


STATISTICS   OF    COMMERCE    ON    THE   GREAT   LAKES 


167 


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REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 


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STATISTICS   OF    COMMERCE    ON    THE   GREAT   LAKES 


169 


MILLIONS 
OF  ■ 
NET 

TONS 

—  IPflM  riDF  TOAFFir 

-rOAl  TRAFFIC 

1 

1881 

88? 

883 

884 

885 

88b 

887 

888 

1889 

1890 

1891 

892 

893 

1894 

1895 

\m 

1897 

1898 

1899 

900 

1901 

1902 

1903 

904 

1905 

906 

5t 

50 

/. 

48 
4fe 

/ 

/ 

44 

/ 

42 

/ 

40 

/ 

38 

3& 

34 

/' 

N, 

/ 

/ 

32. 
30 

/ 

s/ 

1 

/ 

/ 

/ 

28 

y 

/ 

26 

/ 

/ 

\ 

24 

r 

-^ 

22 

/ 

f 

l\ 

/ 

20 

/ 

1 

V 

/ 

18 

/ 

J 

V 

16 

/ 

/ 

4^ 

14 

^ 

^ 

f 

12 

/ 

( 

10 

^ 

y 

y 

/ 

8 

„^ 

^ 

/ 

/ 

y 

6 

^ 

/ 

z' 

^- 

/^ 

^_ 

4 

^ 

^ 

--s 

y~<. 

^/ 

' 

... 

_x 

2 

„— 

_ 

_^ 

■' 

v^ 

•— 

. 

,  _^ 

,— 

-'- 

••** 

0 

^ 

rr 

:s= 

m' 

:^ 

-- 

-* 

^^ 

Diagram  1— Traffic  through  St.  Mary's  Falls  Canals,  1881-1906  (Tables  36-40). 

Diagram  1  demonstrates  the  course  of  iron  ore,  coal,  and  the 
total  trafhc  on  the  canals  for  the  period  1881-1906.  The  ore  tonnage 
was  not  much  over  that  of  coal  to  1893;  in  1907  was  over  three  times 
"Teater. 


31673— S.  Doc.  325,  60-1- 


-12 


170 


REPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 


The  table  following  gives  the  percentage  of  each  important  com- 
modity for  the  period  1881-1907.  Iron  ore,  coal,  lumber,  and  grain 
have  always  been  the  leading  commodities  carried. 


Table  41- 


-Percentage  of  each  commodity  in  the  traffic  through  St.  Marys  Falls  Oanals, 
1881-1907 


Man- 

Sil- 
ver 

Grain, 

ufac- 
tured 
iron 
and 
pig 

Build- 
ing 

stone. 

Un- 

Flour, 

Wheat 

Year. 

Coal. 

Flour. 

Wheat. 

other 
than 
wheat. 

Salt. 

Cop- 
per. 

Iron 
ore. 

Lum- 
ber. 

ore 
and 
bul- 
lion. 

classi- 
fied 
freight. 

grain, 

and 

wheat. 

and 

other 
grain. 

iron. 

1881.. 

18.8 

3.9 

6.6 

0.6 

5.6 

0.6 

1.9 

47.7 

6.0 

0.1 

8.2 

11.1 

7.2 

1882.. 

21.2 

1.7 

5.5 

.6 

4.6 

1.2 

1.2 

48.6 

6.6 

.3 

8.5 

7.8 

6.1 

1883. . 

31.5 

3.0 

7.8 

.8 

4.9 

.4 

1.4 

34.9 

6.7 

.1 

8.5 

11.6 

8.6 

1884. . 

24.6 

4.3 

12.5 

.4 

2.5 

.7 

1.3 

39.5 

6.4 

0.4 

.2 

7.2 

17.2 

12.9 

1885.. 

27.5 

4.4 

14.1 

.3 

1.9 

.6 

1.0 

37.9 

6.3 

.1 

.2 

5.7 

18.8 

14.4 

1886.. 

22.3 

3.9 

12.6 

.4 

2.5 

.5 

.9 

46.1 

5.5 

.2 

5.1 

16.9 

13.0 

1887.. 

24.6 

2.9 

12.6 

.3 

1.4 

.5 

.6 

45.5 

5.1 

.2 

6.3 

15.8 

12.9 

1888.. 

32.8 

3.4 

8.7 

.8 

1.0 

.5 

.5 

40.1 

6.3 

.5 

5.4 

12.9 

9.5 

1889.. 

21.7 

3.0 

6.5 

.7 

.8 

.3 

.4 

54.5 

7.5 

.1 

.4 

4.1 

10.2 

7.2 

1890.. 

24.1 

3.6 

5.4 

.5 

1.3 

.3 

.5 

52.8 

6.9 

.5 

4.1 

9.5 

5.9 

1891.. 

28.2 

4.2 

13.1 

.3 

.8 

.4 

.8 

40.0 

7.0 

.5 

4.7 

17.6 

13.4 

1892. . 

25.9 

4.8 

11.0 

.4 

.9 

.3 

.6 

43.7 

7.9 

.4 

4.1 

16.2 

11.4 

1893.. 

27.9 

6.9 

12.1 

.5 

.8 

.3 

.8 

37.2 

9.5 

.2 

3.8 

19.5 

12.6 

1894. . 

21.2 

6.8 

7.9 

.3 

.5 

.2 

.8 

49.6 

9.1 

.2 

3.4 

15.0 

8.2 

1895. . 

17.1 

5.9 

9.2 

1.3 

.  / 

2 

.7 

53.5 

8.1 

.2 

3.1 

16.4 

10.5 

1896.. 

18.6 

5.5 

11.7 

4.1 

.7 

.2 

.7 

48.7 

6.5 

.1 

3.2 

21.3 

15.8 

1897 

16.0 
17.8 
15.6 

4.7 
3.7 

2.8 

8.8 
8.8 
6.9 

3.2 
2.9 
2.9 

.7 

1.2 

.8 

.2 
.2 
.2 

.7 
.6 
.5 

56.0 
55.1 
60.7 

6.6 
6.8 
7.1 

3.1 

•  2.9 

2.3 

16.7 
15.4 
12.6 

12.0 

1898 

11.7 

1899.. 

.2 

9.8 

1900.. 

17.5 

2.6 

4.8 

1.5 

.5 

.2 

.5 

64.1 

6.0 

.2 

2.1 

8.9 

6.3 

1901.. 

16.2 

2.7 

5.6 

2.1 

.7 

.2 

.3 

63.7 

6.3 

.2 

2.0 

10.4 

7.7 

1902.. 

13.4 

2.5 

6.4 

1.8 

.6 

.2 

.3 

67.5 

5.1 

2.1 

10.7 

8.2 

1903.. 

20.0 

2.0 

5.3 

2.2 

.6 

.2 

.3 

62.5 

4.9 

1.9 

9.5 

7.5 

1904.. 

20.5 

1.5 

4.7 

2.5 

.7 

.2 

4 

62.3 

4.9 

2.3 

8.7 

7.2 

1905.. 

14.7 
16.9 
19.6 

1.3 
1.3 
1.1 

4.6 
4.9 
5.1 

2.1 
2.5 
1.8 

.6 
.8 
.5 

.1 
.1 
.1 

.2 
.2 
.1 

70.8 
68.3 
68.0 

3.7 
2.8 
1.9 

1.9 
2.2 
1.8 

8.0 
8.7 
8.0 

6.7 

1906.. 

7.4 

1907.. 

6.9 

An  analysis  of  traffic  statistics  for  the  St.  Marys  Falls  canals  is 
shown  in  table  42.  One  important  fact  shown  is  the  relation  of 
the  cost  of  carrying  per  ton-mile  from  year  to  year.  There  has  been 
a  steady  decline  throughout  the  entire  period  with  the  exception  of  the 
years  1895,  1899,  1900,  and  1905,  when  slight  increases  over  the  pre- 
ceding years  occurred.  The  lowest  cost,  0.79  mill,  existed  in  1898;  the 
highest,  1.5  mills,  in  1888  and  1889.  The  decline  since  1900  has  been 
regular  (except  in  1905),  and  in  1907  was  0.38  mill  less  than  in  1900. 
The  table  also  shows  steady  increase  in  the  value  of  American  and 
Canadian  craft,  the  increase  being  about  the  same  in  both  cases. 

The  proportion  of  freight  carried  by  Canadian  vessels  was  the  great- 
est in  1888,  1903,  and  1904;  the  lowest  appears  in  the  year  1898. 
Since  this  date  there  has  been  an  apparent  increase,  and,  in  the  year 
1907,  5  per  cent  of  the  freight  carried  is  credited  to  their  vessels. 


STATISTICS  OF   COMMERCE   ON   THE   GREAT   LAKES 


171 


Table  42 — Traffic  statistics  of  St.  Marys  Falls  canals,  1888-1907 
OFrom  Monthly  Summary  of  Commerce  and  Finance,  December,  1907,  p  1179] 


Sea- 
sons. 

Total 
freight 
carried. 

Aver- 
ago 
dis- 
tance 
freight 
was 
car- 
ried. 

Total  ton- 
miles. 

Cost 

of 
car- 
rying 
per 
ton- 
iiiilc. 

Amount 
paid  for 

trans- 
porting 
freight. 

Valuation 
of  freight. 

Value  of 

American 

craft. 

Value  of 

Canadian 

craft. 

Pro- 
por- 
tion 
of 
freight 
car- 
ried 

Cana- 
dian 
ves- 
sels. 

1888.. 
1889.. 
1890.. 
1891 . . 
1892.. 
1893 . . 
1894.. 
1895.. 
189G.. 
1897.. 
1898.. 
1899 . . 
1900.. 
1901 . . 
1902.. 
1903.. 
1904 . . 
1905.. 

1906  . . 

1907  . . 

Net  tons. 
6,411,423 
7,516,022 
9,041,213 
8.888,759 
11,214,333 
10,796,572 
13,195,860 
15,062,580 
16,239,061 
18,982,755 
21,234,665 
25,255,810 
25,643,073 
28,403,065 
35,961,146 
34, 674, 437 
31,546,106 
44,270,680 
51,751,080 
58,217,214 

Miles. 

806.4 

790.4 

797.2 

820.4 

822.4 

831.9 

821.1 

830.0 

836.4 

841.3 

842.6 

827.2 

825.9 

823.3 

827. 4 

835.6 

843.5 

833.3 

842.  4 

828. 3 

5,173,132,972 

5,940,646,352 

7,207,299,415 

7,292,462,269 

9,222,773,938 

8,980,310,240 

10,927,871,324 

12,502,548,892 

13,582,641,886 

15,969,393,576 

17,891,597,030 

20,891,944,628 

21,179,229,014 

23,383,861,987 

29,755,916,037 

28,974,660,408 

26, 608, 815, 636 

36,892,797,973 

43,596,953,680 

48,221,465,547 

3IUls. 
1.5 
1.5 
1.3 
1.35 
1.31 
1.1 
.99 
1.14 
.99 
.83 
.79 
1.05 
1.18 
.99 
.89 
.92 
.81 
.85 
.84 
.80 

$7,883,077 
8,634.247 
9,472,215 
9,849,023 
12,072,851 
9,957,483 
10,798,310 
14,238,758 
13,511,615 
13,220,099 
14,125,896 
21,959,707 
24,953,314 
23,217,974 
26,566,189 
26,727,735 
21,552,894 
31,420,585 
36, 666, 889 
38, 457, 345 

$82,156,019 
83,732,527 
102,214,948 
128,178,208 
135,117,267 
145, 436, 957 
143,114,502 
159,575,129 
195,146,842 
218,235,927 
233,069,740 
281,364,750 
267,041,959 
289,906,865 
358, 306, 300 
349,405,014 
334, 502, 686 
416,965,484 
537, 463, 454 
569,830,188 

$20,381,100 
25,328,600 
27,857,700 
31,947,300 
36,220,100 
39,017,400 
41,124,200 
40,858,800 
43.006,200 
42,375,700 
45,199,800 
65,000,520 
66,116,583 
57,244,200 
67,205,000 
68,252,800 
63,789,300 
73,211,300 
88,392,000 

102,525,500 

$1,514,300 
1,597,600 
1,777,800 
2,119,500 
2,108,700 
2,115,700 
1,959,800 
2,037,000 
2.13.5,300 
2,001,400 
2,491,900 
3,369,600 
3,618,576 
3,311,900 
3,792,400 
0, 384, 500 
5,377,100 
5,429,000 
6, 140, 500 
7,918,000 

Perct. 
6.0 
4.0 
3.5 
4.0 
3.8 
4.1 
3.5 
3.75 
4.0 
3.0 
2.2 
3.1 
3.0 
4.0 
4.0 
6.0 
6.0 
5.0 
5.0 
5.0 

The  following  table  shows  in  more  detail  the  valuation  of  classified 
freight  passing  through  the  St.  Marys  Falls  canals  for  the  period 
18S7-1906: 

Table  43 — Estimated  value  of  freight,  by  commodities,  through  St.  Marys  Falls  canals 

1887-1906 

From  Monthly  Summary  of  Commerce  and  Finance,  December,  1905,  December,  1906,  and  December 

1907] 


Year. 


I  Coal  (hard 
I  and  soft) . 


Flour. 


Wheat. 


Grain 

(other  than 

wheat) . 


Manufac- 
tured iron. 


Pig  iron. 


Salt. 


1887 
1888 
1889 
1890 
1891 
1892 
1893 
1894 
1895 
1896 
1897 
1898 
1899 
1900 
1901 
1902 
1903 
1904 
1905 
1906 


$4,735,454 

7, 367, 644 

5, 702, 190 

7, 619, 238 

8, 776, 362 

10, 164, 931 

10, 528, 420 

8,191,917 

6,993,351 

8,452,073 

9, 456, 824 

10, 334, 461 

12,854,278 

14,620,840 

15,492,226 

16,570,398 

24,898,407 

19, 657, 221 

20,706,302 

25,136,044 


$7,863,675 
10, 953, 625 
11,143,535 
16, 195, 520 
18,900,715 
21,672,540 
29, 682, 696 
33,621,649 
33, 383, 632 
34,199,003 
40, 145, 144 
33,056,683 
25, 610, 929 
27,042,752 
24,811,637 
31,185,840 
31,920,210 
25,907,959 
30,018,139 
27,280,470 


$22,634,596 
18,224,424 
15,907,217 
15,893,022 
38,040,239 
30, 746, 085 
32,611,239 
22, 316, 4()9 
30,041,863 
47,442,347 
48, 654, 143 
49,871,997 
43, 798, 001 
28, 342, 511 
36,  440, 719 
55, 246, 295 
49, 107, 642 
52, 425, 313 
61,489,159 
67,417,086 


$759, 653 

1,981,862 

2,090,-580 

2,003,496 

1,011,462 

933, 346 

1,34(),993 

772, 504 

4, 164, 347 

10, 704, 748 

11,449,256 

13, 039, 192 

17, 700, 552 

14,071,953 

22, 779, 703 

25,521,556 

22, 787, 909 

23, 121, 694 

25,891,505 

38, 583, 640 


$3,035,750 

2,442,950 

1,577,250 

4, 680, 750 

2,128,000 

2,988,600 

2,852,300 

1,805,350 

3, 683, 150 

4, 696, 200 

6,092,400 

10, 709, 350 

19,111,000 

11,551,000 

17,  609, 800 

20, 323, 380 

18,385,950 

18, 512, 600 

18,195.100 

29, 614, 880 


$241, 468 
252, 348 
442, 272 
386, 104 
462,077 
709, 716 
550,902 
331, 452 
346,788 
377, 298 
176, 437 
476, 775 
457, 762 
351,313 
485, 520 
277,925 
522, 440 
672, 885 
872, 409 
387,002 


$204,908 
210, 433 
168,250 
179, 431 
234, 528 
275, 740 
228, 730 
237,  461 
202, 439 
178, 136 
214, 086 
226, 170 
237, 252 
328, 895 
332, 830 
288,149 
318,417 
255, 821 
296, 185 
351,121 


172 


rp:poet  of  the  inland  waterways  commission 


Table  43 — Estimated  value  affreight,  by  commodities,  through  St.  Marys  Falls  Canals, 

1887-1906~Continued 


Year. 


1887. 
1888. 


1890 

1891 

1892 

1893 

1894 

1895 

1896. 

1897 

1898 

1899 

1900 

1901 

1902 

1903 

1904 26,305,200 

1905 30,358,200 


Copper. 


S6, 977, 200 
5,792,000 
6,691,200 
8, 745, 800 
13,838,000 
12,998,600 
17, 506, 000 
19,914,600 
21, 490, 400 
23, 374, 400 
24, 464, 800 
29,814,240 
38, 428, 800 
39, 319, 800 
26,227,866 
22,916,280 
25,961,710 


1906 36, 595, 220 


Iron  ore. 


$8,741,995 
8,996,808 
14, 335,  492 
16,711,688 
12, 460, 744 
17,153,962 
14,050,946 
17,027,078 
22, 332, 319 
25, 705, 063 
31,901,145 
35, 120, 880 
52,116,016 
61,663,380 
58, 794, 509 
75,260,420 
74, 709, 398 
52,034,862 
93,997,911 
121,981,795 


Lumber 


Unclassi- 
fied freight, 


Total. 


$20,675,160 
20,751,240 
18, 744, 600 
22, 277, 640 
25, 025, 580 
27, 548, 760 
24,910,800 
27,071,100 
27, 798,  480 
31,251,000 
34, 742, 880 
37,388,760 
52, 873, 560 
54, 139,  700 
69, 755, 125 
92,512,500 
82,  479, 875 
98,821,215 
117,121,620 
170,227,650 


$79,031,757 
82,156,019 
83, 732, 527 
102,214,948 
128,178,208 
135,117,267 
145,436,957 
143,114,502 
159, 575, 129 
195,146,843 
218,235,927 
233,069,741 
281,364,750 
267,041,959 
289,906,865 
358, 306, 300 
349,405,014 
334,502,686 
416,965,484 
537, 463, 454 


The  movement  of  flour,  wheat,  and  grain  other  than  wheat  is 
shown  in  the  following  table  for  the  period  1855-1907.  From  1855 
to  1897  there  was  a  steady  increase  in  the  tonnage  of  flour;  since 
that  period,  however,  a  general  decline  is  shown,  especially  in  1907, 
when  only  6,524,770  barrels  were  carried.  The  wheat  traffic  has 
steadily  increased  during  the  entire  period,  with  the  exception  of  the 
years  1894,  1900,  and  1904,  when  the  more  noticeable  decreases  oc- 
curred. Fluctuations  are  noticed  in  traffic  of  other  grain,  but  the 
general  tendency  has  been  to  increase,  especially  during  the  later 
years. 

Table  44 — Flour  and  wheat  traffic  of  the  St.  Marys  Falls  Canals,  1855-1907 

[From  Monthlv^  Siimmarv  of  Commerce  and  Finance  Jaunarv.  1900,  p.  1990,  and  December,  1907, 

p.  1176]     .  ■ 


Year. 


1855. 
1856. 
1857. 
1858. 
1859. 
1860. 
1861. 
1862. 
1863. 
1864. 
1865. 
1866. 
1867. 
1868. 
1869, 
1870. 
1871, 
1872 
1873 
1874 
1875, 
1876, 
1877 
1878 
1879 
1880 
3881 


Flour. 


Barrels. 
10,289 
I'll,  686 
16,560 
13,782 
39,459 
50,250 
22,743 
17,291 
31,975 
33,937 
34,985 
33,603 
28,345 
27,372 
32,007 
33,548 
26,060 
136,411 
172, 692 
179,8.55 
309,991 
315,224 
.355,117 
344, 599 
451,000 
523,860 
605,453 


Wheat. 


Bushels. 

(a) 
(a) 
(a) 
(a) 

W 
(a) 
(a) 
(a) 
(a) 
(a) 
(a) 
(o) 

(«) 
(a) 

(«) 

49,700 
1,376,705 

567, 134 
2,119,997 
1,120,015 
1,213,788 
1,971,549 
1,349,738 
1,872,940 
2,603,666 
2,105,920 
3,456,965 


Grain 

other  than 

wheat. 


Bushels. 


33,908 
22,300 
10, 500 
71,738 

133, 437 
76,830 
59,062 
78, 480 

143, 560 


229,926 
249,031 
285, 123 
323, 501 
304,077 
308,823 
445,774 
309, 645 
149,999 
250,080 
407, 772 
343,542 
264, 674 
951,496 
2,547,106 
367,838 


Year. 


1882. 
1883. 
1884. 
1885. 
1886. 
1887. 
1888. 
1889. 
1890. 
1891. 
1892. 
1893. 
1894. 
1895. 
1896. 
1897. 
1898. 


Flour. 


Barrels. 
344, 044 
687, 031 
1,248,243 
1,440,093 
1,759,365 
1,572,735 
2, 190, 725 
2,228,707 
3,239,104 
3,780,143 
5, 418, 135 
7,420,674 
8,965,773 
8,902,302 
8,882,858 
8,921,143 
7,778,043 

ISm ,     7,114,147 

1900 '     6,760,688 

1901 '     7,634,350 

1902 i     8,910,240 

1903 7,093,380 

1904 4,710,538 

1905 1     5,772,719 

1906 i     6,495,^50 

1907 6,524,770 


Wheat. 


Bushels. 
3, 728, 856 
5,900,473 
11,985,791 
15,274,213 
18,991,485 
23,096,520 
18, 596, 351 
16,231,854 
10,217,370 
38,816,570 
40,994,780 
43,481,052 
34,869,483 
46,218,250 
63,256,463 
55,924,302 
62, 339, 990 
58,397,335 
40, 489, 302 
52,812,630 
76,730,965 
61,384,552 
49,928,869 
68,321,283 
84,271,358 
98,135,775 


1  None  shipped  on  Lake  Superior  prior  to  1870. 


STATISTICS   OF    COMMERCE    ON    THE   GREAT    LAKES 


173 


MISCELLANEOUS  CANAL  TRAFFIC 
TRAFFIC    THROUGH    PORTAGE    LAKE    SHIP    CANALS 

The  traffic  passing  through  the  Portage  Lake  Ship  Canals  is  shown 
in  the  following  tal)le  for  the  period  1902-1907.  There  has  been  no 
marked  increase  in  the  tonnage  carried  for  the  period  shown;  the 
tendency  has  been  to  remain  somewhat  stationary.  The  chief  articles 
carried  are  coal,  iron  ore,  flour,  grain,  and  lumber. 


Table  45 — Traffic  through  the  Portage  Lake  canals,  Michigan,  1902-1907 
[Prom  Monthly  Summary  of  Commerce  and  Finance] 


Articles. 


1902. 


1903. 


1904. 


1905. 


1900. 


1907. 


Coal: 

Hard tons. . 

Soft do.... 

Flour barrels.. 

Grain,    other    than    wheat, 

bushels 

Iron  ore tons. . 

Iron  manufactures  .  . .  .do 

Salt barrels. . 

Copper tons. . 

Building  stone do 

Limestone do 

Sand do 

Gravel do 

Brick M.. 

Powder tons. . 

Limiber M  feet . . 

Logs M  feet. . 

Timber M  feet. . 

Ties number. . 

Telegraph  poles do 

Cord  wood cords . . 

General  merchandise... tons.. 

Charcoal bushels. . 

Coke tons. . 

Wheat bushels. . 

Flaxseed do 

Pig  iron tons. . 

Clay do.... 

stamp  sand do 

Kerosene  oil barrels. . 

Laths M.. 

Shingles M . . 

Piles number. . 

Cement barrels. . 

Machinery tons . . 

Total net  tons . . 


89, 688 
998, 224 
448, 110- 

1,328,199 

.     173,386 

21, 169 

142, 711 

87,055 

32,301 

53,984 

22, 593 

10, 515 

1,453 

1,455 

333,043 

27, 078 

9,317 

37,309 

5,550 

1,883 

185,207 


2, 682, 189 


97,034 

1,052,058 

474,909 

297, 914 
164,348 
21, 893 
201, 563 
87,657 
22, 441 
38, 080 
1,680 


533 

1,440 

289, 469 

17,294 

6,228 

22, 573 

,   500 

1,145 

182, 460 

2,340 

4,465 

635,037 

406, 485 

5,880 

270 

16,850 

27,853 

3,611 

8,918 

220 


98, 194 

1, 105, 994 

399,317 

957,991 
104, 581 
33, 754 
126, 331 
84, 785 
14, 984 
50,651 
3,280 


162, 872 

1, 025, 994 

719,329 


106, 123 
1,146,200 
1,280,089 


751,584 

1,292,205 

198,281 

197,697 

56,835 

98, 591 

146,356 

175,855 

95,533 

96, 267 

8,651 

15,495 

34,851 

24,036 

2,470 

5,022 

258, 297 
10, 064 
11,232 
43,050 


243, 768 
9,893 


249, 416 
5,603 


51, 549 


1,216 
126, 257 


183, 666 


50,390 
'225,124' 


737,394 

1.55, 410 

7,520 


1, 557, 049 

783, 522 

10, 984 


1,998,502 

311,000 

9, 128 


28, 4.50 

15, 775 

6, 103 

60, 195 


11,222 

34, 045 

3,038 

60, 910 


12,390 

34, 890 

1,170 

45,420 


11,000 
330 


63, 650 


50,700 


2,420,948 


2,397,553 


2, 462, 910 


2,660,370 


160, 904 
1,187,321 
1, 170, 565 

274, 630 

127,095 

82, 640 

210, 447 

85, 279 

15,586 

42,130 

1,909 


163, 703 
9, 659 


225, 796 


184, 459 


1,668,355 

884,000 

10,427 


6,800 
45,965 

6, 042 
52, 120 


62,755 


2,496,336 


TRAFFIC    THROUGH  STURGEON    BAY    AND   LAKE    MICHIGAN    SHIP    CANAL 


The  traffic  through  this  canal  for  the  past  three  years  consisted 
largely  of  miscellaneous  articles,  the  more  important  being  wheat 
and  other  grain,  forest  products,  salt,  etc.  During  the  past  four  years 
there  has  been  a  general  increase  in  the  tonnao'e  carried. 


174 


REPORT   OF   THE   INLAND   WATERWAYS    COMMISSION 


Table  46 — Traffic  through  Sturgeon  Bay  and  Lake  Michigan  ship  canal.  Wisconsin, 

1904-1907 

[From  Monthly  Summary  of  Commerce  and  Finance] 


Articles. 


Total net  tons.. 


1904. 


Agricultural  implements net  tons. 

Alum do. . . 

Apples barrels. 

Bark cords . 

Barrels  (empty) number. 

Beets net  tons. 

Coal do. . . 

Coke do... 

Dairy  products do. . . 

Feathers do. . . 

Fertilizer do... 

Fish do . . . 

Flour barrels. 

Fruit net  tons. 

Glass do . . . 

Hay do... 

Hides do . . . 

Iron  manufactures do . . . 

Iron  ore do... 

Leather do. . . 

Logs M.  ft.  B.  M. 

Lumber do... 

Malt net  tons . 

Marble do. . . 

Oats bushels. 

Oil ban-els. 

Paper net  tons. 

Pease bushels . 

Pig  iron net  tons . 

Piles number. 

Poles do . . . 

Posts do. . . 

Potatoes bushels. 

Rosin net  tons. 

Salt barrels. 

Scrap  iron '.  — net  tons. 

Stone do. . . 

Sulphur do. . . 

Ties .*. number. 

Tile net  tons. 

Trees  (Christmas) number. 

Trees  (shade) do. . . 

Twine net  tons. 

Wheat bushels. 

Wood  (fire) cords. 

W  ood  (pulp) do. . . 

General  merchandise net  tons. 

Cement do... 

Com bushels. 


577,976 


1905. 


100 


1,269 
'86,"629' 


12,800 


227 
19,213 
25,143 


151,293 


248,000 


2,357 

304,400 

2,655 


213, 945 
128, 406 


34, 829 
"47,' 480 
'2i2,"77i 


410,400 

8,601 

945 

75,598 

3,350 

231,499 


639,246 


1906. 


666 


602 

6,450 

1,100 

109, 653 


1,146 


150 

2,306 

55,330 

162 


6,652 

383 

19,509 

89, 531 

350 

2,240 

132, 140 

1,107 


320,600 

2,355 

1,337 

207,850 

2,273 

600 

190, 195 

88,100 

4,550 


158,295 
"72,'46i 


172,603 

300 

15,000 


203,600 

5,775 

1,947 

63,391 

8,046 


704, 105 


1907. 


992 


800 

1,908 

1,500 

350 

124,822 

690 

706 

10 

1,164 

2,177 

18,361 

860 

80 

1,394 

462 

16,823 

119,086 

120 

615 

138, 489 


125 

140,000 

18,044 

2,102 

151,400 

3,825 

10,375 

118,724 

180,000 

5,049 

25 

288,546 

283 

108,958 

20 

252,525 


6,150 

30 

570,000 

5,683 

2,852 

58,377 

21,233 


775,496 


TRAFFIC    THROUGH    DETROIT    RIVER 


The  traffic  passing  through  the  Detroit  River  is  shown  in  the  follow- 
ing table  for  the  years  1906  and  1907.  Despite  the  fact  that  a  falling 
off  in  grain  traffic  occurred  there  was  an  increase  in  the  total  over  the 
preceding  year  of  7,000,000  tons.  The  coal  traffic  increased  approx- 
imately 4,000,000  tons,  while  that  of  ore  amounted  to  3,000,000  tons. 


STATISTICS   OF    COMMERCE    ON    THE   GREAT   LAKES 


175 


Table  47 — Domestic  freight  movement  through  Detroit  River 
[From  Monthly  Summary  of  Commerce  and  Finance] 


Articles.                       1906.              1907. 

Articles. 

1906. 

1907. 

Iron: 

Ore gross  tons. . 

Pig do.... 

Manufactures,  .do 

Coal: 

Hard net  tons.. 

Soft do.... 

Salt do 

Copper gross  tons. . 

Logs M  feet. . 

Lumber do 

32,220,515 

342, 981 
455,246 

2,960,920 

11,561,111 

115,864 

89,534 

1,257 

879,060 

35,405,866 
91,374 
445,355 

4.014,177 

14.413,979 

125, 199 

86,805 

2,050 

577,612 

Flour net  tons. . 

Wheat bushels. . 

Corn do — 

Oats do 

Barley do — 

Rye do — 

Flaxseed do — 

Unclassified  freight,  net 
tons . .                   

1,238,524 
46,968,671 
32,086,38:} 
24,311,170 
14,786,080 

1,328,517 
17,758,376 

2, 269, 780 

1,161,856 
60,382,559 
34,439,311 
12,004,242 
11,556,346 

1,339,028 
15, 119, 469 

2.  .3.52. 856 

Total net  tons.. 

60,578,155       67,292,504 

MISCELLANEOUS  LAKE  TRAFFIC 

The  distribution  of  coal  traffic  by  lake  from  the  city  of  Buffalo 
during  the  period  1901-1906  is  shown  in  the  following  table.  Ap- 
proximately one-third  went  to  Chicago;  Milwaukee,  Superior,  and 
Duluth  follow  next  in  importance.  These  four  cities  received  about 
SO  per  cent  of  the  total  traffic. 


Table  48 — Distribution  of  coal  traffic  by  lake  from  Buffalo,  1901-1906 
[From  Aimual  Report  of  Chamber  of  Commerce,  Buffalo.  1906] 


Chicago 

Milwaukee 

Duluth 

Superior 

Toledo 

Gladstone 

Green  Bay 

Racine 

Marquette 

Ashland 

Bay  City 

Washl)um 

Manitowoc 

Sheboygan  

Kenosha 

Lake  Linden 

Port  Huron 

Menominee 

Houghton  

St.  Clair 

Canada  ports  . . . 

Hancock 

Escanaba 

Marinette 

Marine  City 

Portage 

Mackinaw 

Sault  Ste.  Marie 

Chcl  loygan 

Alpena 

Kelly  Island 

Watikegan 

Detroit 

Miscellaneous  . . . 


1,001,037 

539,912 

322,971 

209,243 

28,415 

44,900 

34,630 

21,750 

12,660 

1,000 

2,875 

1,500 

17,900 

20,100 

5,400 

22,848 

4,100 

2,950 

600 

460 

47,049 

10,658 

5,301 

700 

700 

2,200 

450 

9,161 


300 

900 

74,425 


6,095 


Total 2, 493, 715 


228,925 

88,035 
107,850 

82,100 
5,750 
1,500 

10,450 
7,200 
8,500 
7,3.50 
4,050 
1,200 

21,200 
7,700 
5,150 
5,950 
5,040 
1,000 
3,403 


36,056 
6,300 


1,850 
1,000 
8,432 


8,700 
'"'366' 


10,880 
1,000 


681,971 


1,396,582 

517,950 

403,381 

439,063 

20,655 

62,300 

41,140 

19,950 

12,850 

4,330 

6,2.50 

3,200 

35,. 520 

84,000 

3,750 

18,450 

5,865 

5,045 

5,300 

1,101 

69,514 

6,625 

4,850 

1,775 

900 

10,200 

600 

7,138 

800 

300 


62,550 
5,650 
3,960 


3,261,544 


1,106,485 

503,749 

370,086 

443,627 

34,970 

20,850 

48,350 

22,295 

16,406 

900 

9,910 

3,200 

18,. 500 

98,600 

6,9.50 

7,900 

3,125 

3,836 

7,977 

725 

81,473 

14,201 

6,250 

3,836 

600 

9,750 

600 

7,800 

800 

825 

600 

25,225 

2,100 

4,620 


2,887,517 


1,068,695 

474,936 

339,168 

425,398 

21,725 

24,000 

57,280 

36,050 

8,900 

17,150 

6,950 


8,600 
79,530 
8,836 


2,200 

4,950 

8,230 

475 

95, 873 

13,050 

8,200 

1,050 

1,011 

11,300 

a50 

15,947 

800 

900 

850 

26,400 

1,600 

13,658 


939,407 

511,421 

268, 818 

499, 486 

22, 05.5 

7,100 

23,885 

19,045 

11,547 

10, 900 

4, 7.50 


8,050 
81,800 
2,100 
3,690 
3,050 
1,550 
2,800 


136, 443 
9,200 
12, 530 
2,565 


4,300 

850 

16, 706 

800 


450 

64,006 

2,200 

10,304 


2,785,362  j   2,681,808 


176 


REPOBT   OF   THE   INLAND    WATERWAYS    COMMISSION 


The  following  statement,  compiled  from  the  Cleveland  Iron  Trade 
Review,  shows  the  lake  receipts  of  iron  ore  at  Lake  Erie  ports  during 
the  seasons  of  1901  to  1906,  inclusive. 

Table  49 — Lake  receipts  of  iron  ore  at  Lake  Erie  ports,  1901-1906 


Port  of- 


Gross  tons. 
798,298 
33,017 
431, 3n 
721,662 
3,381,060 
1,181,776 
3,981,170 
1,379,377 
3,181,019 
Buffalo  and  Tonawanda 1,475,386 


Toledo 

Sandusky  . 

Huron 

Loraine 

Cleveland. . 
Fairport... 
Ashtabula. 

Erie 

Conneaut. 


1901. 


Total 17,014,076 


1902. 


Gross  tons. 
1,038,571 
165,656 
520,648 
1,442,417 
4,873,318 
1,538,744 
4,796,805 
1,717,268 
4,300,301 
2,256,798 


22,649,424 


1903. 


Gross  tons. 

652,305 

130,532 

486,106 

990,490 

4,434,160 

1,434,342 

4,242,160 

1,257,798 

3,903,937 

2,149,901 


19,681,731 


Gross  tons. 

508,793 

48,356 

231,364 

927,931 

3,572,228 

1,157,858 

3,639,250 

1,284,778 

4,083,655 

2,433,601 


17,932,814 


1905. 


Gross  tons. 
1,006,855 
51,202 
825,278 
1,605,823 
5,854,745 
2,008,621 
6,963,005 
2,112,476 
5,327,552 
3,312,725 


Gross  tons. 
1,423,741 
35, 847 
778, 453 
2,191,965 
6, 604, 661 
1,861,498 
6,833,352 
1,986,  .539 
5, 432, 370 
4,928,331 


29,068,282       32,076,757 


4.  GOVERNMENT  AID  TO  INLAND  NAVIGATION 


The  United  States  Government  has  assisted  in  the  improvement 
and  construction  of  navigable  waterways  in  several  ways.  Grants 
both  of  lands  and  money  have  been  made  to  the  States;  for  a  time 
subscriptions  were  made  to  the  stock  of  private  canal  companies; 
and  for  many  years  large  appropriations  have  been  made  directly 
for  the  improvement  of  rivers  and  harbors. 

GRANTS  TO  THE  STATES 

The  first  appropriation  by  Congress  for  internal  improvement  was 
made  in  the  enabling  act  for  the  State  of  Ohio,  April  30,  1802.  It 
provided  that  one-twentieth  part  of  the  proceeds  from  the  sale  by 
Congress  of  public  lands  lying  in  said  State  should  be  apphed  to  the 
la^'ing  out  and  making  public  roads  from  the  navigable  w^aters 
emptying  into  the  Atlantic  to  the  Ohio  River,  to  the  said  State, 
and  through  the  same,  such  roads  to  be  laid  out  under  the  authority 
of  Congress,  with  the  consent  of  the  several  States  through  which 
the  roads  should  pass.  In  the  act  of  March  3,  1803,  3  per  cent  of 
the  net  proceeds  of  land  sales  was  given  to  Ohio  for  roads  within 
the  State,  and  for  no  other  purpose  whatever. 

Similar  provisions  for  a  grant  of  5  per  cent  of  the  net  proceeds  of 
the  sales  of  public  lands  within  each  State  have  been  made  in  the 
subsequent  acts  for  the  admission  of  the  various  public-land  States 
to  the  Union.  In  the  different  acts  there  is  some  variation  in  the 
purposes  for  which  the  grants  were  made.  The  early  acts  usualh^ 
made  the  appropriation  for  roads  and  canals;  later  acts  (after  1836) 
made  the  proceeds  available  for  roads  and  internal  improvements ; 
and  the  act  for  Nevada  (1864)  applied  it  to  roads  and  irrigation 
pitches.  Beginning  with  the  four  States  admitted  in  1889,  the 
proceeds  of  tliis  5  per  cent  grant  have  been  granted  as  a  permanent 
lund  for  the  support  of  common  schools. 

Up  to  1887  the  amomits  accruing  to  the  various  States  for  the 
proceeds  of  the  cash  sales  of  public  lands  aggTCgated  $7,123,549.83. 
The  States  have  insisted  that  they  were  entitled  to  5  per  cent  not 
only  on  the  cash  sales,  but  also  on  the  value  of  public  lands  within 
their  limits  set  aside  for  permanent  Indian  reservations  and  dis- 
posed of  in  satisfaction  of  bounty-land  warrants  and  agricultural 
college  or  other  scrip  issued  by  the  United  States  in  pa\anent  of  its 
obligations.  A  bill  now  before  Congress  proposes  to  recognize  this 
claim,  which  it  is  estimated  will  amount  to  about  $8,182,000.'* 

o Congressional  Record,  vol.  42,  p.  4380. 

177 


178 


REPORT    OF   THE    INLAND   WATERWAYS    COMMISSION 


CANAL    GRANTS 

In  1824  a  special  canal  act  for  Indiana  was  passed,  but  this  was  not 
utilized.  The  first  effective  act  making  grants  of  land  to  States  for 
the  specific  purpose  of  securing  construction  of  canals  was  passed 
March  2,  1827.  This  act  gives  such  grants  of  land  to  the  States  of  Indi- 
ana and  Illinois.  Two  and  a  half  sections  of  land  on  each  side  of  the 
canal  were  granted,  the  United  States  reserving  alternate  sections, 
thus  beginning  a  policy  which  has  become  the  rule  in  land  grants  for 
improvements.  Part  of  the  grant  made  to  Indiana  by  this  act  of 
1827  was  afterwards  transferred  to  Ohio. 

Additional  grants  of  land  for  canals  were  subsequently  made  to 
all  of  the  above-named  States  and  also  to  Wisconsin  and  Michigan, 
as  is  shown  in  the  following  table.  The  total  area  of  all  grants  made 
to  the  States  for  canals  from  1827  to  1866  has  been  4,424,073.06 
acres. 

Table  50 — Land  grants  for  canals 
(Forty-sixth  Congress,  third  session,  H.  Ex.  Doc.  47;  pt.  4.    "The  Public  Domain,"  1881,  p.  2581 


State.         I  Date  of  law. 


Indiana. 


Ohio. 


Illinois. 


Wisconsin 


Michigan . 


Mar.  26,1824 
Mar.  2, 1827 
May  29,1830 
Feb.  27,1841 
Aug.  29,1842 
Mar.  3,1845 
May     9,1848 

Mar.  2,1827 

June  30,1834 

May  24,1828 

Apr.  3,1830 

May  24,1828 

Mar.  2,1827 
Aug.    3,1854 

June  18,1838 
Apr.  10,1866 
Mar.  1,1872 
Mar.    7,1874 

Aug.  26,1852 

Mar.  3,1865 

July  3, 1866 

July  6,1866 


Vol.  4,  p.  47... 
Vol.  4.  p.  236. . 
Vol.  4,  p.  416.. 
Vol.  5,  p.  414.. 
Vol.  5,  p.  542.. 
Vol.  5,  p.  731.. 
Vol.  9.  p.  219.. 

Vol.  4,  p.  236. . 
Vol.  4,  p.  716.. 
Vol.  4,  p.  305. . 
Vol.  4,  p.  393.. 
Vol.  4,  p.  306. . 


Name  of  canal. 


rotal  acres 
granted 
and  cer- 
tified. 


Wabash  and  Erie  Canal. 


Wabash  and  Erie  Canal. 


[Miami  and  Dayton 

General  canal  purposes j    500,000.00 


234,246.73 
29,552.50 

259,368.48 
24,219.83 

796,630.19 

113,348.33 

266,535.00 
333,826.00 


Vol  lO^T)  344  li*"'^^^'''  I^li°^°'^  River  to  Lake  Michigan 

Vol.  5,  p.  245. .  ]  Milwaukee  and  Rock  River  Canal 

Vol.  14,  p.  30. .  j  Breakwater  and  Harbor  Ship  Canal 

Vol.  17,  p.  32.-1  Breakwater  extending  time  to  Apr.  10,  1874. 
Vol.  18,  p.  20.  .i  Breakwater  extending  time  to  Apr.  10,  1876. 

Vol.  10,  p.  35. . ;  St.  Marys  Ship  Canal 

Vol.  13,  p.  519  11  Portage"  Lake  and    Lake   Superior   Ship 

Vol.  14,  p.  81..  J    Canal. 

Vol.  14,  p.  80..    Lac  La  Belle  Ship  Canal 


290,915.00 

125,431.00 
200,000.00 


750,000.00 
200,000.00 
200,000.00 
100,000.00 


RECAPITULATION 


1 ,  457, 366. 06 

1 ,  100,361. 00 

290,915. 00 

.325, 431. 00 

1,250,000.  00 

\  

Total 4, 424, 073. 06 


Indiana... 
Ohio 

Illinois 

Wisconsin. 
Michigan . . 


STATE    SELECTION    ACT 


By  an  act  of  September  4,  1841,  Congress  granted  to  the  States 
named  in  the  act  and  "to  each  new'  State  that  shall  hereafter  be 
admitted  into  the  Union"  500,000  acres  of  public  lands  for  internal 
improvements,  including  the  land  granted  to  such  States  for  such 
purposes  before  their  admission. 


GOVERNMENT  AID   TO    INLAND    NAVIGATION 


179 


Selections  under  this  act  amounted  in  1880  to  7,806,554.67  acres, 
as  shown  in  the  follo^^^no;  table: 

Table  51 — State  selectionsO' 
[Fifty-sixth  Congress,  third  session,  H.  Ex.  Doc.  47;  pt.  4  (1881).     "The  Public  Domain,"  p. 2.5.')] 


State. 


Illinois 

Missouri 

Alabama 

Mississippi 

Louisiana 

Michigan 

Arkansas 

Florida 

Iowa 

Wisconsin 

California 

Kansas 

Mimiesota 

Oregon 

Nevada 

Nebraska 

Colorado 

Total 

Not  selected 

Selected  to  June  30, 1880. 


Acres. 


Disposition. 


209,085.50 
500,000.00 
97, 469. 17 
500,000.00 
500,000.00 
500,000.00 
500,000.00 
500,000.00 
500,000.00 
500, 000. 00 
500, 000.  00 
500, 000. 00 
500,000.00 
500, 000. 00 
500.000.00 
500,000.00 
500,000.00 


Satisfied. 
Do. 
Do. 

Do. 
Do. 
Do. 
Do. 

484,184  selected. 
Satisfied. 

Do. 
487,709  selected. 
Satisfied. 

Do. 

Do. 
470,014  selected. 
Satisfied. 
302,541.20  selected. 


7,806,554.67 
255,551.74 


7,551,002.83 


o  Ohio  and  Indiana  had  already  received  their  quota  for  internal  improvements,  and  Illinois  and 
Alabama  had  received  part  of  the  500,000  acres  under  grants  previous  to  the  State  Selection  Acts. 
See  above  table  of  Land  Grants  for  Canals. 

NAVIGATION    GRANTS 

By  an  act  of  August  8,  1846,  a  grant  of  land  was  made  to  the  Terri- 
tory of  Iowa  for  the  purpose  of  improving  the  navigation  of  the  Des 
Moines  River  from  its  mouth  to  the  Raccoon  Fork.  This  act  was  a 
peculiar  one  and  was  the  subject  of  much  departmental  and  judicial 
construction"  and  finally  was  partially  merged  into  the  grant  in  aid 
of  the  Keokuk,  Fort  Des  Moines  and  Minnesota  Railroad.  Another 
act  passed  the  same  day  as  the  Iowa  grant  (August  8,  1846),  gave  to 
Wisconsin  when  admitted  as  a  State  land  for  the  improvements  of  the 
Fox  and  Wisconsin  rivers,  and  to  build  a  canal  to  connect  them. 


LATER    STATE    GRANTS 

In  the  enabling  acts  for  North  Dakota, South  Dakota,  Montana,  and 
Washington  (Februarv  27,  1889),  Idaho  (July  3,  1890),  W^yoming 
(July  10,  1890),  and  Utah  (July  16,  1894),  in  lieu  of  the  grant  of  land 
for  internal  improvement,  500,000  acres  were  given«for  specific  edu- 
cational or  charitable  institutions  and  public  buildings,  except  in  the 
case  of  Utah,  where  650,000  acres  were  given  for  these  purposes  and 
500,000  acres  in  addition  for  irrigation  works.^ 


«See  Railroad  Co.  r.  Litchfield,  23  Howard,  66. 

b  State  grants  of  public  lands,  issued  by  the  General  Land  Office,  March.  1896,  pp. 
8  and  9. 


180 


REPORT   OF   THE    INLAND   WATERWAYS   COMMISSION 


SUBSCRIPTIONS 


In  addition  to  the  land  grants  to  States,  Congress  subscribed  to 
the  stock  of  various  canal  companies,  as  shown  in  the  following  table : 

Table  52 — Acts  of  Congress  authorizing  the  Government  to  subscribe  for  or  purchase 
stock  of  private  canal  companies  or  loan  money  to  the  same 


Date  of  act. 


Mar.  3, 
Mar.  2, 
May  13, 
Mar.  2, 
May  18, 
Mar.  2, 
July  25, 
Jan.  11, 
May  24, 
Mar.  3, 
June  25, 


1825 
1829 
1826 
1829 
1826 
1829 
1866 
1868 
1828 
1837 
1832 


Canal  company. 


Number 
|of  shares. 


Amount. 


Chesapeake  and  Delaware . 

do 

Louisville  and  Portland. . . 

do 

Dismal  Swamp 

do 

do 


Chesapeake  and  Ohio . 


2,250 
2,250 
1,000 
1,350 
600 
200 


10,000 


$225,000 
225,000 
100,000 
135,000 
150,000 
50, 000 


1,000,000 


300,000 
100,000 


Remarks. 


Purchase  or  subscription. 
Do. 


Sale  of  shares. 

Sale  postponed  to  Feb.  8,  1868. 

Loan  to  Alexandria  Canal. 
Loan   to    Alexandria    Canal    for 
aqueduct. 


APPROPRIATIONS 

The  following  tables  show  the  appropriations  made  by  Congress 
for  river  improvements  (excluding  harbors)  and  canals,  from  1802  to 
1900,  with  a  statement  of  subsequent  appropriations  for  river  and 
harbor  improvements  from  1900  to  1907: 

Table  53 — Acts  of  Congress  making  appropriations  for  rivers  and  canals.  1802-1900 
[Analytical  and  topical  index,  reports.  Chief  of  Engineers,  1866-1900.] 


Date  of  act. 


Rivers. 


Canals. 


.\pril6,  1802 

April  18,  1806 

February  10,  1809 . 

March  3,  1821 

May  24,  1824 

March  3,  1825 

May  13,  1826 

May  18,  1826 

May  20,  1826 

March  2,  1827 

Do 

March  3,  1827 

May  19,  1828 

May  23,  1828 

May  24, 1828 

March  2, 1829 

Do 

Do 

March  3,  1829 

April  23,  1830 

March  2,  1831 

Do 

Julys,  1832 

March  2, 1833 

■      Do 

June  28,  1834 

June  30,  1834 

Do 

Do 

February  24,  18.35 . 

March  3,  1835 

July  2,  1836 

.July  4,  1836 

March  3,  1837 

April  20,  1838 

Julv7,  18.38 

March  3, 1839 

July  20, 1840 

March  3, 1841 

August  23, 1842... 


830, 


000.00 
448.  71 


150.00 
,000.00 


30, 

3, 

150, 


000.00 
000.  00 
383.  40 
000.00 
500.00 
513.00 


30, 000. 00 


$25,000.00 


300, 000. 00 
100,000.00 
150, 000. 00 


1,000,000.00 


50, 

95, 

46, 

200, 

;54, 

15, 

95, 

155, 


000.00 
694. 72 
880.00 
000.00 
970. 32 
000.00 
900.00' 
527.00 


17, 
231, 
395 
160, 
754, 

70. 
408. 

15 

i; 

75 
100 


000.00 
240. 63 
000.00 
000.00 
600.05 
000.00 
963.00 
000.00 
573.00 
000.00 
075.39 
,000.00 
000.00 


Date  of  act. 


Canals. 


200, 000. 00 
133, 500. 00 


28,337.55 


15, 000. 00 
300, 000. 00 


10,000.00 


March  1, 1843 

Do 

June  11,  1844 

June  15,  1844 

Do 

February  26,  1845 
March  3,  1845 

Do 

March  2,  1847..... 

March  3,  1847 

March  3,  1849 

August  30,  1852... 

July  22,  1854. 

Julys,  1856. 

Do 

Do 

August  16,  1856. . . 

June  9,  1860 

June  12,  1860 

Julvl,  1864. 

June  23,  1866 

March  2,  1867 

Do 

July  25,  18(58 

April  10,  1869 

December  23,  1869 

July  11,  1870 

Julv  15,  1870 

January  18,  1871 
Februarj-  2,  1871 
March  3,  1871. . . . 
June  10,  1872.... 

•     Do 

March  3, 1873. . . . 

Do 

Do 

Aprils,  1874 

May  11, 1874..... 
June  23, 1874 

Do 


GOVERNMENT   AID   TO   INLAND    NAVIGATION 


181 


Table  53 — Acts  of  Congress  making  appropriations  for  rivers  and  canals,  1802-1900- 

Contiuued 


Date  of  act. 


March  3,  187.5 

July  31,  1876 

August  14,  1876.... 
February  7,  1878... 

April  30,"  1878 

.Tune  18,  1878 

Do 

Juno  20,  1878 

January  13,  1X79. . . 

March  3,  1879 

June  28,  1879 

June  14,  1880 

June  16,  1880 

Do 

March  3,  1881 

Do 

March  21,  1882 

May  4,  1882 

August  2,  1882 

August  7,  1882 

Do 

March  3,  1883 

Do 

January  19,  1884  . . 

March  12,  1884 

Julyo,  1884 

July  7,  1884 

Ma,v26, 1886 

August  4,  1886 

Augusts,  1886 

February  1,1888... 

March  30,  1888 

April  2,  1888 

August  11,  1888.... 

Do 

October  2,  1888.... 
October  19,  1888... 


Riyers. 


Canals. 


$3, 


000.00 
000. 00 

:m.  00 

000.00 


900. 00 
000.00 
.513.00 
.")3fl.  72 
600. 00 
000.00 
500.00 
010.00 
000.00 
000.00 
000.00 
000.  00 
000.00 
900.00 
000.00 
970. 18 
460.00 
000.00 
000.00 
100.00 
.500.00 
479.  32 
492.  00 
404.  57 
025.  00 
380. 32 
800.  00 
572.  48 
633.  77 
733. 13 
000.00 
525. 06 


$780, 000. 00 
"456,666.06 


7, 500. 00 
425, 000. 00 


368, 000. 00 
'432,' 755.' 36 


317, 000. 00 
'325,'666.'66 


530, 000. 00 
'"68i,'256.'66 

"i,'.576,"m66 


Date  of  act. 


March  2,  1889 

February  22, 1890... 

August  30,  1890 

September,  19,1890. 
September  30, 1890. . 
January  19,  1891.... 
March  3,  1891 

Do 

Do 

July  13,  1892 

July  28,  1892 

Augusts,  1892 

March  3,  1893 

Do 

August  18,  1894 

Do 

August  23,  1894 

Do 

March  2,  1895 

Do 

February  26, 1896... 

May  1,  1896 

June  3,  1896 

June  11, 1896 

Do 

February  26, 1897... 

March  31,  1897 

June  4,  1897 

July  19,  1897 

July  1,  1898 

January  5, 1899 

March  3,  1899 

June  6,  1900 

September  19, 1900.. 

Total 


Rivers. 


862, 

1,50, 

3, 

14, 428, 

162, 

2, 

1, 

300, 

1,000, 

12, 8.56, 

109, 

115, 

7, 349, 

95, 

6, 701, 

5,335, 

6, 

1, 

■      15, 

6, 770, 

17, 

11,340, 

980, 


060.00 
000. 00 
735. 0(3 
050.  00 
178.  04 
128.  87 
9,50.  00 
000.00 
000.00 
529.  00 
W;7.  41 
000.  00 
500.00 
986. 65 
180. 00 
000.00 
325.  28 
916.97 
000. 00 
700. 00 
500. 00 
811.96 
625.  46 
000. 00 


Canals. 


250, 000. 00 

250, 000. 00 
9, 789, 333. 00 
1,156,015.65 
7, 575, 989. 56 

100, 000. 00 
14,626,409.25 
8, 725, 017. 00 

167, 000. 00 


82, 367, 000. 00 


206, 899, 183. 81 


600, 000. 00 

'i,'6i8,'683.'66 


2, 444, 653. 00 


425, 000. 00 
300, 000. 00 


483, 865. 00 


335, 000. 00 

179, 597. 00 

8, 265. 19 


1,575,000.00 
'i,'877,'746.'66 


748, 000. 00 
1,110,000.00 


30,245,387.24 


Table  54 — Appropriations  for  river  and  harbor  improvements,  1900-1907 


1900. 

1901. 

1902. 

1903. 

Regular  appropriations !  $16, 195, 623. 75 

Permanent  annual  appropriations 291, 000. 00 

Indefinite    appropriations    (opening 
and  cleaning  of  canals  and  remov- 
ing sunken  vessels) 1,013,975.33 

$7,046,623.22 
291,000.00 

1,009,268.22 

$32,565,199.94 
297,600.00 

1,100,120.59 

$20,228,157.00 
297, 600. 00 

1,196,361  30 

Total ,     17, 500, 599. 08 

8,346,891.44 

33,962,920.53 

21,722,118.30 

1904. 

1905. 

1906. 

1907. 

Regular  appropriations 

Permanent  annual  appropriations 

Indefinite  appropriations 

$10, 872, 200. 00 

297,600.00 

1,135,792.81 

$26,561,281.75 

297, 600. 00 

1, 116, 829.  48 

$17,664,0.50.04 

297, 600. 00 

1,273,819.32 

$43, 315, 813. 00 

297, 600. 00 

1,512,176.76 

Total 

12,305,592.81 

27,975,711.23 

19,235,469.36 

45,125,589  76 

RECAPITULATION 


1900 

1901 

1902 

1903 

1904 

1905 

1906 

1908 


$17, 
8, 
33, 
21, 
12, 
27, 
19, 
45, 


500,599.08 
346,891.44 
962,920.53 
722,118.30 
305, 592. 81 
975,711.23 
235, 469. 36 
125,589.76 


Total . 


186.174,892.51 


5.  GOVERNMENT  SLACK-WATER  RR^RS 


Facts  relating  to  the  Government  slack-water  rivers  are  set  forth 
in  the  accompanying  table,  which  shows  the  location  of  each  stream, 
the  navigable  length  of  the  river  and  the  slack-water  portion,  the 
nmnber  and  dimensions  of  locks,  traffic  statistics,  and  the  total  Gov- 
ernment expenditures  so  far  as  ascertained,  with  such  "remarks"  as 
are  needed  to  call  attention  to  special  facts  concerning  each  river. 
The  rivers  included  in  this  table  are  only  those  where  navigatiim  has 
been  improved  by  means  of  locks  and  dams.  It  does  not  include 
many  rivers  where  the  Government  has  carried  on  improvements  of 
other  kinds;  nor  does  it  include  rivers  for  which  slack- watering 
projects  have  been  urged  or  authorized,  but  on  which  no  important 
work  has  yet  been  completed. 

Where  two   dates  appear  in  the  column   headed  "Year"   under 
"Traffic"  the  statistics  are  for  the  fiscal  year  ending  June  30. 
182 


GOVERNMENT   SLACK-WATER   RIVERS 


183 


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184 


EEPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 


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186 


KEPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


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2S^^°S2;:|.gi^^rr|2  35 


6.  CANALS  IN  THE  UNITED  STATES 


LOCATION  OF  CANALS 


Canals  in  the  United  States  include:  (a)  Government  canals,  (6) 
State  canals,  (c)  private  canals. 

Geographically  they  are  distributed  as  shown  on  the  accompanying 
map  prepared  in  the  oflBce  of  the  Bureau  of  Corporations. 

LOCATION  OF  GOVERNMENT  CANALS 

Grouped  with  reference  to  their  situation,  Government  canals  are 
as  follows : 

Lake  Group 

1.  Canals  on  the  through  route  between  Buffalo  and  Duluth, 
including  the  St.  Clair  Flats  Canal  and  the  St.  Marys  Falls  Canal. 

2.  Branch  canals  of  the  lake  group,  represented  by  the  Sturgeon 
Bay  and  Lake  Michigan  Canal;  the  Portage  Lake  and  Lake  Superior 
canals,  and  the  Portage  Canal  connecting  the  Fox  and  Wisconsin 
rivers. 

3.  Lake  harbor  canals,  or  those  of  a  rather  local  nature,  including 
the  Duluth  Ship  Canal  and  the  Benton  Harbor  Canal. 

Jklississippi  Valley 

4.  The  Illinois  and  Mississippi  Canal  (Hennepin),  which  has  just 
been  completed,  uniting  the  waters  of  Lake  ]\lichigan  with  those  of 
the  Mississippi  River. 

5.  The  Des  Moines  Rapids  Canal  near  Keokuk  on  the  tlirough 
Mississippi  river  route  between  St.  Paul  and  St.  Louis. 

6.  The  Louisville  and  Portland  Canal  on  the  through  route  between 
Pittsburg  and  Cairo. 

7.  Tennessee  River  canals,  establishing  through  communication 
between  Chattanooga,  Tenn.,  and  Paducah,  Ky.,  including  the  Big 
Muscle  Shoals  Canal,  Elk  River  Shoals  Canal,  and  Colbert  and  Bee 
Tree  Shoals  Canal. 

Atlantic  and  Gulf  Coast 

8.  The  Estherville-Minim  Creek  Canal,  a  successor  in  a  way  to  the 
old  Santee  River  Canal  in  South  Carolina.  The  purpose  of  the 
Estherville-Minim  Creek  Canal  is  to  furnish  an  outlet  for  the  Santee 
River  into  Winyah  Bay. 

9.  Gulf  canals,  embracing  Port  Arthur  Canal,  at  Port  Arthur, 
Texas;  the  Morgan  Ship  Canal,  a  link  in  the  waterway  connecting 
Houston  with  Galveston  Bay;  and  the  Galveston  and  Brazos  Canal, 
extending  from  Galveston  Bay  to   the  Brazos  River. 

Pacific  Coast 

10.  (^anals  of  the  Pacific  coast  include  the  Cascades  Canal,  an 
improvement    of.   the    Columbia    River,    Oregon,    where    it    passes 

188 


CANALS   IN   THE   UNITED   STATES  189 

through  the  Cascade  Mountain  range;  and  the  Lake  Washino;ton 
Canal,  Washington,  a  waterway  in  course  of  construction,  which  is  to 
connect  the  waters  of  Lake  Union  and  Lake  Washington  with  those 
of  Puget  Sound. 

LOCATION    OF    STATE    CANALS 

State  canals  in  operation  exist  only  in  New  York,  Ohio,  Illinois, 
and  Louisiana.     Their  relative  importance  is  in  the  order  named. 

New  York  Canals 

The  several  canals  of  this  State,  which  are  of  more  than  local  impor- 
tance, are  as  follows: 

1.  Erie  Canal.— The  main  line  of  this  canal  extends  from  Albany  to 
Buffalo,  352  miles,  and  forms  part  of  the  through  route  between  New 
York  City,  via  the  Hudson  River,  and  Chicago,  Duluth,  and  other  lake 
ports. 

2.  Ghamplain  Canal. — This  canal  unites  the  Erie  Canal,  Lake 
Champlain,  and  the  St.  Lawrence  River,  with  which  Lake  Cham- 
plain  connects  by  means  of  the  Richelieu  River  and  the  Canadian 
Chambly  Canal.  The  Champlain  Canal  extends  from  Whitehall  to 
West  Troy,  66  miles. 

3.  Black  River  Canal. — This  canal  with  its  feeder  and  reservoir,  and 
the  Black  River  Improvement,  a  State  enterj)rise,  collectively  em- 
brace more  than  90  miles  of  waterways.  This  waterway  does  not 
open  through  communication  between  Lake  Erie  and  the  Hudson 
River  on  the  one  hand  and  Lake  Ontario  on  the  other,  the  Black  River 
not  being  navigable  between  Carthage  and  Lake  Ontario. 

4.  Os'wego  Canal,  running  from  Oswego  on  Lake  Ontario  to  Syra- 
cuse on  the  Erie  Canal,  a  distance  of  38  miles.  This  canal  is  fed  by  the 
Oswego  River,  which  forms  part  of  the  waterway,  the  bed  of  the  river 
bemg  canalized  for  about  half  the  total  distance.  Ramifications  of 
this  canal  include  the  Baldwinsville  Side  Cut,  the  Oneida  River  Im- 
provement, and  the  Seneca  River  Towing  Path. 

5.  Cayuga  and  Seneca  Canal. — This  canal  is  23  miles  long  and  ex- 
tends from  Montezuma  on  the  Erie  Canal  to  Geneva  on  Lake  Geneva. 
The  Cayuga  branch  of  the  canal  is  2  miles  long.  Formerly  this  canal 
was  of  much  importance,  because  of  its  relation  to  the  continuous 
line  of  inland  waterways  between  the  Erie  Canal  and  Chesapeake  Bay 
via  the  Chemung  Canal  and  the  canals  of  Pennsylvania.  This  line, 
however,  is  now  abandoned  through  the  greater  part  of  its  length. 

Ohio  Canals 

The  two  State  canals  of  Ohio  cross  the  State  from  two  different 
points  of  Lake  Erie.  The  Ohio  and  Erie  Canal,  generally  called  the 
"Ohio  Canal,"  runs  from  Cleveland  to  the  Ohio  at  Portsmouth,  a 
distance  of  about  309  miles.  It  is  joined  at  Lockbourne  by  the 
Columbus  navigable  feeder,  11  miles  m  length.  At  Roscoe  the  old 
Walhonding  Canal,  which  connects  with  the  Ohio  Canal,  is  still  used 
for  a  distance  of  6  miles.  The  other  Ohio  State  canal  is  the  Miami 
and  Erie,  connecting  Toledo  and  Cincinnati,  but  does  not  now  enter 
Ohio  river.  This  canal  has  two  feeders,  one  of  which  possesses  some 
local  importance.     The  total  length  of  this  canal  is  244  miles. 


190  REPOET    OF    THE    INLAND    WATERWAYS    COMMISSION 

Illinois  Canals 

The  Illinois  and  JVIichigan  Canal  extends  from  Chicago  to  La  Salle 
on  the  Illinois  River  and  is  96  miles  long.  At  La  Salle  the  canal 
connects  with  the  Illinois  River  through  what  is  known  as  the  "steam- 
boat channel,"  a  cut  about  half  a  mUe  long.  Through  its  connection 
with  the  Illinois  River,  traffic  can  pass  from  Chicago  to  the  Missis- 
sippi River  at  Grafton  and  thence  to  the  Gulf  of  Mexico.  The  other 
State  ca  lal  in  Illinois  is  the  Chicago  Sanitary  and  Ship  Canal,  run- 
ning froj "  Chicago  to  Lockport,  111.,  28  miles.  The  immediate  object 
of  this  work  is  to  protect  tne  waters  of  Lake  Michigan  from  sewage 
pollution.  The  water  was  turned  into  the  main  channel  in  January, 
1900.  The  projectors  of  this  canal  have  contemplated  that  even- 
tually it  will  form  part  of  a  great  ship  canal  connecting  the  Lakes 
with  the  Mississippi. 

Louisiana  State  Canal 

The  only  State  canal  in  Louisiana  is  the  New  Basin  Canal,  origi- 
nall}^  owned  by  the  New  Orleans  Canal  and  Banking  Company.  In 
1866  the  canal  reverted  to  the  State.  This  canal  is  7  miles  in  length 
and  extends  from  Lake  Pontchartrain  to  a  point  in  the  city  of  New 
Orleans,  but  it  does  not  connect  with  the  Mississippi. 

LOCATION   OF    PRIVATE  CANALS 

Atlantic  Coast  System 

With  the  exception  of  two  unimportant  canals  in  Louisiana  all 
private  canals  in  the  United  States  are  owned  by  corporations. 
The  eastern  group  of  these  private  canals  may  be  classified  under 
the  general  title  of  the  ''Atlantic  Coast  system  of  private  canals." 
With  but  few  exceptions  they  were  all  constructed  before  the  out- 
break of  the  ci\dl  war  under  charters  granted  by  State  legislatures, 
and  either  because  of  their  control  by  railroads  or  by  reason  of  a 
failure  to  maintain  improvements,  they  are  for  the  most  part  of 
declining  importance  and  exert  little,  if  any,  appreciable  influence 
on  freight  rates. 

Of  the  1 1  private  canals  composing  the  Atlantic  Coast  system,  two — 
the  Morris  and  the  Delaware  and  Raritan — cross  the  State  of  New 
Jersey.  The  former  has  been  practically  abandoned,  and  transpor- 
tation over  the  latter  appears  to  be  discouraged,  by  its  lessee,  the 
Pennsylvania  Railroad.  At  one  time  in  their  history  both  these  New 
Jersey  canals  played  an  important  part  in  the  transportation  of  coal 
to  tidewater. 

Of  the  elaborate  system  of  canals  constructed  in  Pennsylvania 
there  remain  the  Lehigh  Canal  and  the  Delaware  Division  Canal. 
The  Lehigh  Coal  and  Navigation  Company,  the  owner  of  the  Lehigh 
Canal,  also  leases  the  Delaware  Division  Canal,  but  neither  waterway 
possesses  the  importance  it  formerly  occupied  as  a  means  of  trans- 
porting coal  to  tidewater.  The  remaining  privately  owned  inland 
waterway  of  Pennsylvania  is  the  Schuylkill  Navigation,  partly 
canals  and  partly  slack-water  navigation  in  the  Schuylkill  River, 
operated  by  a  private  corporation  entitled  ''The  President,  Managers 
and  Company  of  the  Schuylkill  Navigation,"  which  is  empowered  to 


CANALS   IN    THE   UNITED   STATES  191 

collect  tolls.  As  shown  by  the  schedule  of  this  company,  received 
by  the  Bureau  of  Corporations,  practically  all  of  its  capital  stock  is 
owned  by  the  Reading  Company. 

The  Chesapeake  and  Delaware  Canal,  about  14  miles  in  length, 
connects  the  Delaware  River  and  Chesapeake  Bay,  and  forms  an 
important  "inside"  water  route  between  the  North  and  South.  In 
1907  the  War  Department,  on  the  recommendation  of  a  Congres- 
sional commission,  advised  the  purchase  of  this  canal  by  the  Gov- 
ernment. 

The  historic  Chesapeake  and  Ohio  Canal,  with  which  the  name  of 
George  Washington  is  closel}^  associated,  extends  from  Georgetown, 
D.  C.,to  Cumberland,  Md.,  185  miles.  It  is  now  controlled  by  the 
Baltimore  and  Ohio  and  Western  Maryland  Railroads,  although  the 
Government  owns  a  considerable  amount  of  stock  in  the  canal  com- 
pany. The  Chesapeake  and  Ohio  Canal  has  lost  much  of  its  former 
importance,  being  now  used  mainly  by  a  coal  company  and  its  sub- 
sidiary towing  concern. 

The  four  canals  in  Virginia  and  North  Carolina  are  so  closely  con- 
nected that  they  may  be  considered  together.  All  are  owned  by 
private  companies,  and  so  far  as  the  Bureau  of  Corporations  has  been 
able  to  learn  none  of  them  is  owned  by  railroads.  These  canals  are 
as  follows : 

The  Albemarle  and  Chesapeake  Canal  connects  Chesapeake  Bay 
with  Albemarle  Sound  and  forms  part  of  a  through  waterway  about  68 
miles  long,  composed  of  Elizabeth  River,  the  Virginia  and  North  Caro- 
lina cuts  of  the  canal,  North  Landing  River,  Currituck  Sound,  Coan- 
jock  Bay,  Upper  North  River,  and  Lower  North  River.  The  canal 
proper  is  14  miles  in  length. 

The  Dismal  Swamp  Canal,  an  old  waterway,  is  fed  from  Lake 
Drummond  and  passes  through  what  was  originally  the  Dismal  Swamp, 
from  which  a  large  tract  of  land  has  been  reclaimed  by  drainage.  The 
canal  proper  is  about  22  miles  long,  14  of  which  are  in  the  State  of 
Virginia  and  8  miles  in  North  Carolina.  The  Dismal  Swamp  Canal 
connects  the  Chesapeake  Bay  and  Albemarle  Sound,  forming  part  of  a 
through  waterway  about  67  miles  long,  composed  of  Elizabeth  River, 
Deep  Creek,  Dismal  Swamp  Canal,  Turners  Cut,  Upper  Pasquotank 
and  Lower  Pasquotank  rivers. 

The  Fairfield  Canal,  4  miles  in  length,  and  the  Newbern  and  Beau- 
fort Canal  (formerly  the  Clubfoot  and  Harlowe  Canal),  about  3  miles 
long,  are  both  unimportant  local  waterways.  The  Fairfield  Canal 
connects  the  Alligator  River  and  Mattamuskeet  Lake,  while  the  New- 
bern and  Beaufort  Canal  connects  Clubfoot  Creek  and  Harlowe  Creek, 
forming  part  of  a  waterway  about  39  miles  long  between  Newbern  and 
Beaufort,  N.  C,  composed  of  Neuse  River,  Clubfoot  Creek,  the  canal, 
and  Harlowe  Creek  and  Newbern  River.  The  Newbern  and  Beaufort 
Canal  is  owned  by  the  Albemarle  and  Chesapeake  Canal  Company, 
which  is  also  interested  in  the  Fairfield  Canal. 

Louisiana  System 

The  four  private  canals  of  Louisiana  that  are  of  sufficient  importance 
to  warrant  mention  in  this  connection  radiate  from  points  in  or  near 
New  Orleans.  Two  connect  Mississippi  River  with  other  natural 
waterways.  None  of  them  is  over  7  miles  in  length,  although  several 
of  them,  in  conjunction  with  natural  waterways,  afford  routes  several 


192  EEPOKT    OF    THE   INLAND    WATERWAYS   COMMISSION 

miles  longer.  There  are  a  number  of  other  very  short  canals  in  Louisi- 
ana, but  they  are  of  a  purely  local  character.  The  four  principal  pri- 
vate canals  of  Louisiana  are  the  Carondelet  (Old  Basin),  connecting 
the  city  of  New  Orleans  and  I^ake  Pontchartrain  by  means  of  a 
waterway  composed  of  the  canal  and  Bayou  St.  John;  Lake  Borgne 
Canal  connecting  Lake  Borgne  and  the  Mississippi  River;  the 
Barataria  and  La  Fourche  (Company)  Canal,  connecting  the  Miss- 
issippi River  and  various  interior  streams  and  projected  to  Morgan 
City;  and  the  Harvey  Canal,  running  from  the  Mississippi  River  to 
Bayou  Barataria.  Of  these  four  canals  the  Barataria  and  La  Fourche 
Canal  and  the  Harvey  Canal  are  owned  by  private  individuals.  The 
other  two  private  canals  are  owned,  respectively,  by  the  Carondelet 
Canal  and  Navigation  Compan}^  and  the  Lake  Borgne  Canal  Company. 

Other  Canals 

The  Oregon  Citj^  locks,  situated  on  the  WUlamette  River  between 
Oregon  City  and  Portland,  were  formerly  owned  by  the  defunct  Wil- 
lamette Falls  Canal  and  Locks  Company.  This  improvement  is  now 
o•v^^led  by  the  Portland  General  Electric  Company.  The  toll  collector 
is  jointly  paid  by  the  General  Electric  Company  and  the  Oregon  Rail- 
road and  Navigation  Company  (Southern  Pacific),  pointing  both  to 
the  use  of  the  canal  as  a  water  power  and  its  possible  control  by  a 
railroad. 

The  Cape  Cod  Canal,  now  in  course  of  construction,  will  shorten 
the  distance  between  Boston  and  New  York,  and  is  expected  to 
increase  the  importance  now  attached  to  the  present  Atlantic  Coast 
system  of  private  canals. 

STATISTICS  OF  CANALS  IN  OPERATION 

Detailed  statistics  of  canals  are  set  forth  in  the  follomng  tables, 
entitled  respectively '' Government  canals,"  ''State  canals  m  oper- 
ation," and  "  Private  canals  in  operation."  These  statistics  have  been 
compiled  from  various  sources,  including  the  reports  of  the  United 
States  Engineers,  the  reports  of  the  United  States  Census,  and  informa- 
tion furnished  directly  to  the  Bureau  of  Corporations.  The  data 
from  different  sources  was  often  conflicting;  and  while  much  care 
has  been  exercised  in  selecting  the  latest  reliable  statements  it  is 
possible  that  some  errors  ma}^  be  found. 

Some  variations  will  be  noticed  in  the  data  for  the  different  groups 
of  canals.  But  as  far  as  possible  the  tables  show  the  location  of  the 
canals,  the  principal  dimensions  of  the  canals  and  locks,  the  period 
of  navigation  and  the  traffic  for  selected  years.  The  total  expenditures 
or  the  cost  of  construction  and  improvements  are  shown  as  far  as 
the  figures  are  available;  and  in  the  case  of  most  of  the  private  canals 
further  information  as  to  capitalization,  receipts,  and  expenses  are 
given.  In  all  of  the  tables  the  last  column  of  "Remarks"  sets  forth 
important  facts  concerniag  the  various  canals. 

As  shown  by  the  tables  there  are  17  Government  canals  aggregat- 
ing 194.49  miles  in  length,  12  State  canals  aggregating  1,358.98  miles, 
and  16  private  canals  aggregating  635.58  miles;  a  total  of  45  canals 
with  a  length  of  2,189.05  miles. 


CANALS   IN    THE   UNITED   STATES 


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CANALS    IN    THE   UNITED   STATES 


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Undertaken  by  Illinois  to  con- 
nect Mississippi  River  with 
Lake  Michigan  at  Chicago. 
Recommended  in  ISOS  by  Al- 
bert Gallatin  in  report  to 
Congress.  In  1827  Congress 
donated  to  lUinois  300,000 
acres  of  land  for  canal  pur- 
poses. Length  includes  5.55 
miles  of  river. 

Length  uicludes  5.  80  miles  of 
river. 

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8,002,080 

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CANALS   IN    THE    UNITED   STATES 


201 


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ss 

Around  the  Falls  of  Wil- 
lamette at  Oregon  Citv, 
Oreg. 

! 

OREGON. 

Jamette  Falls  Canal 

1 

c 

31673— S.  Doc.  325,  60-1- 


-14 


202 


REPOET    OF    THE    INLAND    WATERWAYS    COMMISSION 


i 

0) 

Hate. 
Per  cent. 

10  and  4 
10  and  4 
10  and  4 
10  and  4 

^ 

i<-*-.r  •* 

2 

5 

d$118,628 
d  118,628 
d- 118, 628 
d  118,628 

a  a  a  <o  a  i>  s> 
G  c  c  R  a  c  c 
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i  104,  118 
i  104,  118 
n  04, 118 
i  104, 118 
i  104,  118 
n04. 118 
»•  104, 118 
»■  104, 118 
J 104, 118 

Not  earn- 
ings (or  de- 
ficit). 

o. $109, 920 
"114,444 

c1  ira 
=  a 

161,965 

108, 666 

a  56, 100 

1174,748 

270,  427 
212, 872 
208,  334 
72, 195 
249, 451 
814,631 
403, 181 

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Expenses. 

$378, 484 
413,382 

oJfO 

o  o 

182,343 

78,854 

«  139, 189 

e  219,388 

48, 062 

83,  .3.55 

61, 152 

81,316 

149,509 

1,401,431 

344,  428 

169,952 

IM-3-  00 
00-.OIO 

IOU3 

Receipts. 

$268,564 

298,937 

167, 411 

52,070 

96,231 

86, 155 

481,119 

344, 308 

187, 520 

f  83, 088 

/  44.640 

/■94,848 

/  55,  487 

388, 914 

353,  782 

/  274, 024 

349, 650 

221,704 

1,650,882 

1,159,059 

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CANALS   IN    THE   UNITED   STATES 


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204  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

ABANDONED  CANALS 

The  extent  to  which  State  and  private  canals  have  been  abandoned 
is  strikingly  shown  by  the  Census  Reports  of  1880  and  1890.  The 
report  of  1880  shows  that  out  of  4,468.60  miles  of  canals,  costing 
approximately  $214,041,802,  1,953.56  miles,  representing  a  cost  esti- 
mated at  $44,013,166,  had  up  to  that  time  been  abandoned.  By 
1889  the  mileage  so  abandoned,  as  given  in  the  Census  report,  had 
increased  to  2,215.25  miles,  or  about  half  the  total  mileage  originally 
built,  representing  a  cost  estimated  at  $51,171,016.^ 

Among  the  causes  assigned  for  this  wholesale  abandonment  of 
canals  are  the  crisis  of  1837,  which  put  a  stop  to  speculative  canal 
building,  the  inability  of  some  canals  to  compete  with  modern  rail- 
roads and  the  mismanagement  of  other  canals,  together  with  a  popular 
impression  that  such  systems  of  public  works  had  done  more  harm 
than  good,  and,  finally,  a  belief  that  the  chief  means  of  internal  com- 
munication was  not  to  be  water  but  rail.'' 

Since  1889  other  important  canals  and  sections  of  canals,  both  pri- 
vate and  State,  have  fallen  into  disuse,  including  the  Delaware  and 
Hudson,  in  Pennsylvania  and  New  York,  important  portions  of  the 
Pennsylvania  system  of  public  works,  operated  for  some  years  by 
their  purchaser,  the  Pennsylvania  Railroad ;  the  Santa  Fe  in  Florida, 
and  the  Socola  Canal  in  Louisiana  in  1906.  Assuming  that  the 
Census  figures  approximately  reflect  this  tendency  toward  abandon- 
ment the  total  mileao;e  abandoned  brought  down  to  date,  as  shown  in 
the  accompanving  table,  is  2,444.26  miles,  representing  a  cost  approxi- 
mated at  $81, 'l  71, 374. 

The  location  of  these  canals,  together  with  other  facts  connected 
with  their  construction  and  operation,  are  generally  indicated  in  the 
accompanying  table,  entitled  "  Important  abandoned  canals  in  the 
United  States." 

This  table  is  divided  into  8  columns.  In  the  first  column  appears 
the  name  of  the  State  where  the  abandoned  canal  was  situated.  In 
the  second  column  is  given  the  name  of  the  abandoned  canal,  and  in 
the  third  the  points  originally  connected  by  the  abandoned  canal. 
Succeeding  columns  show  the  date  of  the  construction  of  the  canal, 
the  date  of  its  abandonment,  its  original  length  in  miles  and  the  cost 
of  its  construction.  Finally,  in  the  column  under  the  head  of 
"Remarks"  are  given  the  causes  which  are  said  to  have  led  to  the 
abandonment  of  the  canal,  with  other  facts  regarding  it. 

o Tenth  Census,  1880,  Report  on  Transportation,  p.  731;  Eleventh  Census,  1890, 
Report  on  Transportation  by  Water,  p.  482. 
b  Hadley,  Railroad  Transf»ortation,  pp.  31-32. 


CANALS    TK    THE    UNITED    STATES 


205 


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7.  STATE  AND  PRIVATE  CANALS 


CANALS  IN  NEW  YORK 


The  State  canal  system  of  New  York  comprises: 

1.  The  Erie  Canal,  connectmg  Lake  Erie  at  Buffalo  with  the  Hudson 
River  at  Albany. 

Miles. 

Erie  Canal 351.  78 

Navigable  feeders 3.35 

Total 355.  13 

The  Erie  Canal  runs  through  the  counties  of  Albany,  Cayuga,  Erie, 
Herkimer,  Madison,  Monroe,  ^lontgomery,  Niagara,  Onondaga, 
Oneida,  Orleans,  Saratoga,  Schenectady,  and  Wayne. 

2.  The  Champlain  Canal,  connecting  Lake  Champlain  with  the 
Hudson  River  at  West  Troy. 

Miles. 

Champlain  Canal 66 

Glens  Falls  feeder 12 

Pond  above  Troy  dam 3 

Total 81 

The  Champlain  Canal  runs  through  the  counties  of  Rensselaer, 
Saratoga,  Warren,  and  Washington. 

3.  The  Black  River  Canal,  extending  from  the  High  Falls  of  Black 
River  to  the  Erie  Canal  at  Rome. 

Miles. 

Black  River  Canal 35. -33 

Black  River  feeder 13.  47 

River  improvement 42.  50 

Total 91.  30 

The  Black  River  Canal  runs  through  Oneida  and  Lewis  counties. 

4.  The  Oneida  lake  and  canal  feeder,  near  Rome,  6  miles. 

5.  The  Oswego  Canal,  connecting  the  waters  of  Lake  Ontario  at 
Oswego  with  the  Erie  Canal  at  Syracuse. 

Miles. 

Oswego  Canal 38 

Baldwinsville  side  cut 1 

Oneida  River  improvement 20 

Seneca  River  towing  path 5 

Total 64 

The  Oswego  Canal  runs  through  Onondaga  and  Oswego  counties. 

6.  The  Cayuga  and  Seneca  Canal,  23  miles.     Cajmga  inlet,  2  miles. 
The  Cayuga  and  Seneca  Canal  runs  through  Cayuga,  Seneca,  and 

Ontario  counties. 

This  system  of  622.43  miles  is  owned  by  the  State  of  New  York,  and 
by  the  constitution,  Article  YII,  sections  8  and  10,  it  is  provided  that 
these  canals  shall  forever  remain  the  property  of  the  State,  and  that 
they  shall  be  improved  as  the  legislature  shall  provide. 

The  canals  or  New  York  are  divided  into  three  divisions  and  a 
number  of  sections: 

210 


STATE   AND   PRIVATE    CANALS  211 

1.  Eastern  division,  including  3  sections  for  the  Champlain  Canal 
and  4  sections  for  the  Erie,  the  dividing  line  being  between  Herkimer 
and  Oneida  counties. 

2.  ^liddle  division,  including  2  sections  for  the  Oswego  Canal,  the 
Black  River  Canal,  and  the  Cayuga  and  Seneca  Canal  and  3  sections 
for  the  Erie.     This  division  extends  to  the  east  line  of  Wayne  County. 

3.  Western  division,  including  4  sections  for  the  Erie.  This  division 
extends  to  Buffalo. 

In  connection  with  the  description  of  these  canals  the  following 
table,  taken  from  the  report  of  the  New  York  superintendent  of  public 
works,  1905,  pages  196-201,  is  of  interest: 

?Jrie  Canal. — Original  canal — Size  of  canal:  Width  at  surface  40 
feet;  width  at  bottom  28  feet;  depthof  water  4  feet.  Lockage  675  o  feet. 
Locks,  number,  83;  length  90  feet;  width  15  feet.  Burden  of  boats, 
average,  70  tons  capacity;  maximum,  76  tons  capacity.  Construc- 
tion of  canal,  date  authorized,  April  15,  1817;  date  work  begun,  July 
4,  1817;  date  completed,  October  26,  1825.  Cost  of  canal,  estimated 
at  engmeer's  prices,  $4,926,738;  actual  cost,  $7,143,789.  Maximum 
dimensions  of  boats,  78.62  by  14.46  by  3^  feet  draft. 

Enlarged  canal:  Width  at  surface  70  feet;  width  at  bottom  56 
feet;  depth  of  water  7  feet.  Lockage  654.8  feet.  Locks,  number, 
72;  length  110  feet;  width  18  feet.  Some  of  the  locks  are  220  feet 
long,  available  for  passing  two  boats  at  one  lockage.  Burden  of  boats, 
average,  210  tons  capacity;  maximum,  240  tons  capacity.  Construc- 
tion of  canal, date  authorized,May  11, 1835;  work  begun,  August,  1836; 
date  completed,  September,  1862.  Estimated  cost,  at  engmeer's 
prices,  $23,402,803;  actual  cost,  $44,465,414.  Maximum  dimensions 
of  boats  98  by  17^^^  by  6  feet  draft. 

Champlain  Canal. — Size  of  canal:  Width  at  surface  50  feet; 
width  at  bottom  35  feet;  depth  of  water  5  feet.  Lockage  311.5  feet. 
Locks,  number,  33;  length  110  feet;  width  18  feet.  Burden  of  boats, 
average,  85  tons  capacity;  maximum,  120  tons  capacity.  Construc- 
tion of  canal,  date  authorized,  April  15,  1817;  date  completed,  1822. 
Cost,  estimated  at  engineer's  prices,  $871,000;  actual  cost,  $4,044,000.'* 

Oswego  Canal. — Original  canal — Size  of  canal:  Width  at  surface  40 
feet;  width  at  bottom  24  feet;  depth  of  water  4  feet.  Locks,  num- 
ber, 18;  length  90  feet;  width  15  feet.  Burden  of  boats,  average,  70 
tons  capacity;  maximum,  76  tons  capacity.  Construction  of  canal, 
date  authorized,  April  20,  1825;  date  completed,  December  10,  1828. 
Cost  of  canal,  estimated  at  engineer's  prices,  $277,000;  actual  cost, 
$565,473. 

Enlarged  canal — Size  of  canal:  Width  at  surface  70  feet;  width 
at  bottom  52.5  feet;  depth  of  water  7  feet.  Lockage  154.85  feet. 
Locks,  number,  18;  length  110  feet;  width  18  feet.  Burden  of  boats, 
average,  210  tons  capacity;  maximum,  240  tons  capacity.  Con- 
struction of  canal,  date  authorized,  April  15,  1854;  date  completed, 
1862.  Cost  of  canal,  estimated,  $1,926,336;  actual  cost,  $4,427,589. 
Cayuga  and  Seneca  Canal. — Original  canal — Size  of  canal:  Width 
at  surface  40  feet;  width  at  bottom  24  feet;  depth  4  feet.  Locks, 
number,  10;  length  90  feet;  width  16  feet.  Burden  of  boats,  average, 
70  tons  capacity;  maximum,  76  tons  capacity.  Construction  of  canal, 
date  authorized,  April  20,  1825;  date  completed,  November  15,  1828. 

« Includes  improvements  and  enlargements  to  1875. 


212  REPORT    OF    THE   INLAND    WATERWAYS    COMMISSION 

Enlarged  canal — Size  of  canal :  Width  at  surface  70  feet ;  width  at 
bottom  52.5  feet;  depth  7  feet.  Lockage 86.58  feet.  Locks,  number, 
11 ;  length  110  feet;  width  18  feet.  Burden  of  boats,  average,  210  tons 
capacity;  maximum,  240  tons  capacity.  Date  authorized,  1854; 
date  completed,  1862.  Cost,  estimated  at  engineer's  prices,  $811,188; 
actual  cost,  $2,010,320. 

Black  River  Canal.— r-Size  of  canal:  Width  at  surface  42  feet;  width 
at  bottom  26  feet;  depth  4  feet.  Lockage  1,082.25  feet.  Locks, 
number,  109;  length  90  feet;  width  15  feet.  Two  locks  on  Black 
River,  length  160  feet;  width  30  feet.  Burden  of  boats,  average,  70 
tons  capacity;  maximum,  76  tons  capacity.  Construction  of  canal, 
date  authorized,  April  19,  1836;  date  begun,  January,  1838;  date 
completed,  1849.  Cost  of  canal,  estimated  at  engineer's  prices, 
$1,068,437;  actual  cost,  $3,581,954. 

Oneida  LaJce  Canal. — Size  of  canal:  Width  at  surface  70  feet; 
width  at  bottom  47.25  feet;  depth  7  feet.  Lockage  60 J  feet.  Locks, 
number,  7;  length  110;  width  18.  Burden  of  boats,  average,  220 
tons  capacity;  maximum,  220  tons  capacity.  Construction  of  canal, 
date  authorized,  March  22,  1832;  date  completed,  1836.  Cost  of 
canal,  estimated  at  engineer's  prices,  $40,000;  actual  cost,  $450,678. 

Oneida  River  Improvement. — Size  of  canal:  Width  at  surface  80 
feet;  width  at  bottom  60  feet;  depth  4h  feet.  Lockage  6}  feet. 
Locks, number,  2;  length  120  feet;  width  30  feet.  Burden  of  boats, 
average,  70  tons  capacity;  maximum,  76  tons  capacity.  Construc- 
tion of  canal,  date  authorized,  April  29,  1839;  date  completed,  1850. 
Cost,  estimated  at  engineer's  prices,  $100,049;  actual  cost,  $368,164. 

Under  act  of  April  7,  1903,  by  vote  of  the  people  of  the  State,  the 
Erie,  Oswego,  and  Champlain  canals  (which  are  really  one  waterway) 
are  being  enlarged  to  accommodate  and  to  meet  modern  conditions. 
When  these  improvements  are  completed  these  canals  will  be 
navigated  by  canal  boats  (which  will  probably  be  propelled  by  steam) 
of  a  capacit}^  of  1,500  tons  and  capable  of  carrying  50,000  bushels  of 
wheat. 

The  course  of  the  new  barge  canal  takes  it  through  170  miles  of  earth 
and  rock,  107  miles  of  canalized  rivers,  and  68  miles  of  open  water. 
From  Buffalo  the  canal  will  follow  the  present  line  of  the  Erie  to  Lyons, 
about  100  miles,  with  the  exception  of  a  new  course  taking  it  out  of  the 
city  of  Rochester.  From  near  Lyons  the  new  channel  will  lead 
throuojh  the  Seneca  and  Oneida  rivers  to  Oneida  Lake,  which  is  to 
be  utilized.  From  the  east  end  of  Oneida  Lake,  Wood  Creek  enlarged 
will  be  made  use  of  and  with  the  new  channel  will  connect  with 
Mohawk  River,  which  will  be  canalized  to  Waterford  on  the  Hudson. 
Through  the  earth  section  the  canal  will  be  75  feet  wide  at  the  bot- 
tom, 123  feet  wide  at  the  water  line,  and  133  feet  at  top  of  banks.  In 
sections  where  the  canal  will  be  through  rock  it  will  be  94  feet  wide  at 
the  bottom  and  96  at  top.  The  38  locks  in  the  entire  course  of  the 
canal  will  be  328  feet  long,  45  feet  wide,  and  have  12  feet  of  water 
over  their  sills.  Spurs  of  the  barge  canal  will  be  built  into  the  two 
largest  interior  cities — Rochester  and  Syracuse. 

In  addition  to  this  main  line,  the  Oswego  River  will  be  canalized 
from  its  junction  with  the  Erie  route  to  Lake  Ontario,  furnishing  a 
waterway  from  that  lake  to  the  Hudson  River  with  only  35  miles  of 
canal.  The  Hudson  River  will  also  be  made  navigable  from  Troy  to 
Fort  Edward  and  from  there  a  new  canal  will  follow  the  line  of  the 
Champlain  Canal  to  Lake  Champlain. 


STATE   AND   PRIVATE    CANALS  213 

Up  to  December,  1907,  contracts  had  been  let  covering  130  miles 
of  the  new  routes,  including  28  locks  and  15  dams  (out  of  a  total  of 
68  locks  and  33  dams  to  be  constructed),  and  aggregating  $23,000,000. 
The  longest  stretches  of  the  new  routes  contracted  for  are  on  the 
Champlain  route  from  Northumberland  to  Fort  Edward,  and  on  the 
main  line  along  the  Seneca  and  Oneida  rivers.  Plans  and  detailed 
specifications  are  practically  completed  for  contracts  to  cover  most 
of  the  remaining  sections." 

Construction  work  on  the  contracts  already  let  is  well  under  way ; 
and  several  locks,  including  one  of  the  four  largest  locks  near  Water- 
ford  is  approaching  completion.  By  way  of  contrasting  old  methods 
with  those  of  the  present,  it  may  be  said  that  60  men  with  machines 
excavate  as  much  in  24  hours  as  400  men  on  the  original  canals. 

History. — The  earUest  legislation  in  the  State  of  New  York  relat- 
ing to  the  State's  providing  means  for  communication  by  water  was 
in  April,  1787,  when  the  legislature  imposed  a  tonnage  tax  on  ves- 
sels of  10  tons  and  upward  passing  through  the  Overslaugh.  The 
receipts  from  this  tax  were  intended  to  be  expended  in  removing 
obstructions  from  the  Hudson  River.  About  five  years  later,  in 
March,  1792,  the  Western  and  the  Northern  Inland  Lock  Navigation 
companies  were  incorporated;  the  former  to  connect  the  navigable 
portions  of  the  Hudson  River  with  Lake  Ontario  and  Seneca  Lake, 
and  the  latter  to  open  lock  navigation  from  the  navigable  portion 
of  the  Hudson  to  Lake  Champlain.  In  this  early  legislation  is  the 
origin  of  the  Erie  and  Champlain  canals,  probably  the  most  success- 
ful and  effective  canal  projects  that  have  ever  been  inaugurated  in 
the  United  States.  In  December  of  the  same  year  an  act  was  passed 
fixing  the  dimensions  of  the  locks,  providing  for  the  adnussion  of 
vessels  drawing  2  feet  of  water  when  loaded,  and  also  prescribing 
the  manner  in  which  toll  charges  should  be  computed.  A  later  act 
fixed  the  right  of  these  companies  as  to  the  condemnation  of  land. 
In  March,  1797,  the  Western  Inland  Lock  Navigation  Company  was 
given  permission  to  raise  the  sum  of  $250,000  and  its  charter  v\-as 
extended  twenty  years.  It  had  originally  been  allowed  five  years 
to  complete  its  work  between  Schenectady  and  Wood  Creek, 
but  in  1798  this  limit  was  extended  five  years.  The  company 
appears  to  have  met  \dth  difficulties,  for  the  act  of  April  2,  1802, 
provided  for  a  practical  reorganization  of  the  company.  The  comp- 
troller was  authorized  to  accept  the  company's  shares  for  money  due 
the  State  and  the  holdings  of  delinquent  stockholders  who  failed 
to  pay  up  arrears  were  to  vest  in  the  company.  In  1806  the  time 
allowed  the  company  to  complete  the  work  down  Wood  Creek  to 
Lake  Ontario  and  Seneca  Lake  was  extended  five  years.  In  1808 
an  act  was  passed  authorizing  the  company  to  surrender  that  part 
of  its  grant  west  of  Oneida  Lake. 

By  1796  the  improvements  permitted  the  introduction  of  boats 
carrying  about  15  tons  on  the  route  from  Schenectady  to  the  Seneca 
River,  but  nothing  was  done  to  surmount  the  falls  at  the  mouth  of 
the  Mohawk  or  on  the  Oswego  River,  and  the  improvements  on  the 
upper  Hudson  were  abandoned. 

In  the  meantime  other  legislative  acts  had  provided  for  the  exami- 
ncvtion  and  improvement  of  the  Hudson  River,  and  companies  were 
incorporated  for  constructing  a  canal  between  Lakes  Erie  and  Ontario 

"Annals  Amer.  Acad.  Soc.  and  Pol.  Sci.,  Jan'y.  1908,  pp.  122.  123. 


214  REPORT   OF    THE   INLAND   WATERWAYS    COMMISSION 

passing  around  Niagara  Falls,  Provision  was  made  for  the  improve- 
ment of  navigable  streams  in  Steuben  County;  the  Peconeck  River 
in  Suffolk  County;  the  Black  River  from  Brownsville  to  Lake  Ontario, 
and  for  a  canal  on  the  American  side  of  the  St.  Lawrence  River,  but 
no  permanent  improvements  seem  to  have  been  accomplished  under 
these  acts. 

In  April,  1811,  a  board  of  commissioners  was  created  to  investi- 
gate and  report  upon  the  subject  of  internal  navigation.  Commis- 
sioners were  empowered  to  apply  to  the  Congress  of  the  United  States 
or  to  the  legislature  of  any  State  or  Territory,  to  cooperate  in  open- 
ing a  canal  between  the  Great  Lakes  and  the  Hudson  River,  and  in 
1812  this  board  was  authorized  to  make  an  agreement  with  the 
Western  Inland  Lock  Navigation  Company  by  wliich  the  State 
would  secure  a  surrender  of  all  the  rights  and  interests  of  that  com- 
pany. The  commissioners  were  empowered  also  to  secure  volun- 
tary grants  of  land  to  the  use  of  the  State,  and  to  borrow  not  to 
exceed  $5,000,000  to  be  repaid  within  fifteen  years,  and  to  invest 
the  sum  so  borrowed  in  such  public  stock  or  funds  as  to  insure  the 
best  interests  of  the  State  in  making  the  contemplated  improvement. 
The  creation  of  this  board  and  the  powers  given  it  appear  to  be  the 
first  steps  taken  by  the  State  in  the  construction  of  the  Erie  Canal. 
In  1814  the  power  of  the  commissioners  to  borrow  money  was  revoked. 

At  this  time  the  State  was  recovering  from  the  effects  of  the  war 
of  1812.  It  was  a  period  of  great  activity  and  the  desirability  of 
water  communication  between  the  Hudson  River  and  the  Lakes 
forced  itself  upon  the  people  of  the  State.  One  of  the  leading  advo- 
cates of  such  a  waterway  was  De  Witt  Clinton,  afterwards  the  gov- 
ernor of  the  State.  A  memorial  entitled  ''The  New  York  Memorial," 
written  by  De  Witt  Clinton,  was  circulated  and  received  the  signa- 
tures of  100,000  petitioners.  It  called  upon  the  authorities  to  pro- 
ceed at  once  to  construct  a  canal  from  the  Hudson  to  Lake  Erie, 
and  its  influence  was  such  as  to  hasten  the  project.  It  has  been  said 
to  mark  the  beginning  of  active  progress  on  the  canal.  It  superseded 
the  idea  of  water  communication  by  the  Lake  Ontario  route.  The 
movement  met  with  powerful  sectional  and  individual  opposition, 
but  its  popularity  with  the  masses  of  the  people  carried  the  day. 

Another  commission  was  authorized  under  the  act  of  April  17,  1816, 
to  consider  and  adopt  measures  necessary  to  effect  water  comnmni- 
cation  between  the  Hudson  and  Lake  Erie  and  Lake  Champlain. 
This  commission  was  empowered  to  receive  subscriptions  or  dona- 
tions from  the  LTnited  States,  other  States  or  individuals,  to  estimate 
the  cost  of  a  canal,  and  to  report  to  the  general  assembly. 

Between  1813  and  1817  companies  were  incorporated  to  improve 
the  navigation  of  Bronx  Creek;  to  improve  navigation  between 
Seneca  and  Ca}iiga  Lakes;  to  improve  Catetunck  Creek;  to  con- 
struct lock  navigation  between  Seneca  Lake  and  the  Chemung  River, 
and  the  officials  of  Steuben  County  were  authorized  to  raise  a  specified 
amount  ($400)  each  year  for  improving  the  navigability  of  the 
streams  within  that  county.  The  time  for  the  improvement  of  the 
St.  LawTence  River  at  Madrid,  N.  Y.,  was  extendecf  to  December  31, 
1816.  Several  provisions  were  made  for  the  improvement  of  the 
Hudson,  and  an  extension  of  three  years  was  given  for  the  improve- 
ment of  navigation  on  the  Black  River.  In  1816  a  company  was 
authorized  to  provide  boat  navigation  from  Schenectady  to  Cohoes 
Falls  and  thence  by  a  canal  around  the  falls  to  the  Hudson  River. 


STATE    AND   PRIVATE    CANALS  215 

Provision  was  made  in  the  act  that  the  company  should  sell  its 
rights  to  the  State  whenever  the  State  should  deem  it  for  the  public 
interest  to  take  it  over.  The  construction  of  the  Erie  Canal  dates 
from  the  act  passed  April  15,  1817,  by  which  a  canal  fund  was  pro- 
vided for  the  purpose  of  opening  navigable  communication  between 
Lake  Erie  and  Lake  Champlain  to  the  Atlantic  l)y  way  of  the  Hudson. 
This  fund  was  to  consist  of  appropriations,  grants,  and  donations  that 
might  be  made  by  Congress,  State  legislatures,  corporations,  and  in- 
dividuals. To  provide  for  the  payment  of  interest  on  sums  that 
might  be  borrowed  and  for  the  final  redemption  of  the  principal  sums 
borrowed  for  construction,  a  tax  of  12  j  cents  per  bushel  on  salt  manu- 
factured in  the  western  district  of  the  State  was  imposed,  as  well  as  a 
tax  of  $1  on  each  steamboat  passenger  traveling  100  miles  or  more  of 
the  Hudson  River,  and  50  cents  for  every  passenger  traveling  over 
30  miles. 

The  commission  authorized  by  the  act  of  April  17,  1816,  was  to 
continue,  and  it  was  authorized  to  secure  title  to  the  property  of  the 
Western  Inland  Lock  Navigation  Company  whenever  the  commis- 
sioners should  deem  it  for  the  interest  of  the  State;  and  to  construct 
a  canal  between  the  Mohawk  and  Seneca  rivers,  and  between  Lake 
Champlain  and  the  Hudson  River  at  Fort  Edward. 

On  July  4,  18 17, ^excavation  on  the  Erie  Canal  was  begun  at  Rome, 
and  before  the  end  of  1819  this  middle  section  from  Utica  to  the 
Seneca  River  was  completed.  In  April,  1819,  the  commissioners 
were  authorized  to  open  communication  by  canal  from  Seneca 
River  to  Lake  Erie,  between  the  Mohawk  and  Hudson  rivers,  and 
between  Fort  Edward  and  the  Hudson. 

On  October  26,  1825,  the  first  boat  passed  through  from  Lake  Erie 
to  the  Hudson,  and  in  November,  1825,  the  completion  of  the  canal 
was  celebrated  in  New  York  City.  The  canal  as  originally  completed 
was  4  feet  deep,  28  feet  wide  at  the  bottom,  and  40  feet  across  the  top. 

The  importance  of  the  construction  of  this  canal  can  hardly  be  over- 
estimated in  the  influence  it  exerted  on  the  building  up,  not  only  of 
New  York  State,  but  of  the  entire  western  country.  As  is  said  in 
Executive  Document  136,  Thirty-second  Congress,  first  session,  page 
279: 

Pre\'ious  to  the  construction  of  the  canal  the  cost  of  transportation  from  Lake  Erie  to 
tide  water  was  almost  prohibitory.  The  report  of  the  committee  of  the  legislature  to 
whom  was  referred  the  whole  siibject  of  the  canal,  dated  March  17,  1817,  states  that  at 
that  time  the  cost  of  transportation  from  Buffalo  to  Montreal  was  $30  per  ton,  and  the 
return  transportation  from  $60  to  $75.  The  expense  of  transportation  from  Buffalo 
to  New  York  was  stated  at  $100  per  ton,  and  the  ordinary  length  of  passage  twenty 
days.  In  other  words,  on  the  very  route  through  which  the  heaviest  and  cheapest 
products  of  the  West  are  now  sent  to  market  the  cost  of  transportation  equalled  nearly 
.3  times  the  market  value  of  wheat  in  New  York,  6  times  the  value  of  corn,  12  times 
the  value  of  oats,  and  far  exceeded  the  value  of  most  kinds  of  crude  provisions.  It  is 
not  without  interest  to  note  that  prior  to  the  construction  of  the  Erie  the  wheat  of 
western  New  York  was  sent  down  the  Susquehanna  to  Baltimore  as  the  cheapest  and 
best  route  to  market.  The  trade  of  the  West  was  chiefly  carried  on  throup;?  the  cities 
of  Baltimore  and  Philadeli^hia,  the  latter  at  that  time  being  the  first  city  of  the 
United  States  in  population  and  wealth  and  in  amount  of  its  international  commerce. 

It  is  difficult  to  estimate  the  influence  this  canal  has  exerted  upon  the  commerce, 
growth,  and  prosperity  of  the  whole  country.  But  for  this  work  the  West  would  have 
held  out  few  inducements  to  the  settler,  the  East  would  have  been  without  elements 
of  growth.  The  canal  supplied  it  with  cheap  food  and  has  opened  an  outlet  and  created 
a  market  for  the  products  of  its  manufacturies  and  commerce. 

By  1825,  on  the  opening  of  the  Erie,  the  canal  idea  seems  to  have 
taken  a  firm  hold  on  the  minds  of  the  assembly,  for  in  that  year  was 


216  REPORT   OF    THE   INLAND    WATERWAYS   COMMISSION 

passed  an  act  directing  canal  commissioners  to  make  a  considerable 
number  of  surveys  and  estimates  for  routes  for  navigable  communica- 
tion. At  that  time  the  future  possibilities  of  the  railroad  could  not 
have  been  anticipated  and  the  canal  was  looked  upon  as  the  great 
highway  for  distance  transportation.  A  company  to  construct  the 
Oswego  Canal  was  incorporated  in  1823,  the  canal  commissioners 
being  given  power  to  assume  control  of  the  same  if  necessary,  as  a 
part  of  the  improvement  between  Lake  Ontario  and  Lake  Erie,  and 
in  1825  they  were  authorized  to  borrow  money  for  that  purpose.  In 
1826  a  canal  board  was  created  to  consist  of  the  canal  commissioners 
and  the  commissioners  of  the  canal  fund.  Tliis  board  was  given 
charge  of  the  construction  and  regulation  of  the  canals  in  which  the 
State  had  any  interest. 

In  1827  by  act  of  assembly  the  Erie  and  Champlain  canals  were 
declared  to  be  completed  and  the  navigable  communications  con- 
structed and  in  process  of  construction  by  the  State  were  designated 
and  described.  These  were  the  Erie  Canal,  the  Champlain  Canal,  the 
Cayuga  and  Seneca  Canal,  and  the  Oswego  Canal.  The  canal  fund 
was  defined  as  consisting  of  (1)  lands  granted  for  the  construction  of 
canals;  (2)  debts  due  for  portions  of  such  lands  as  had  been  sold;  (3) 
tolls  and  commutation  money  on  navigable  communications  belong- 
ing to  the  State;  (4)  duty  on  the  manufacture  of  salt  under  the  act 
of  April  15,  1817;  (5)  proceeds  of  all  commodities  or  goods  sold  at 
auction  except  $33,500;  (6)  money  received  from  the  sale  of  surplus 
waters  from  any  canal,  and  (7)  money  recovered  in  suits  for  penalties 
instituted  under  the  canal  laws. 

Between  1828  and  1836  a  number  of  private  canal  companies  were 
incorporated  by  the  State,  and  the  canal  commissioners  were  author- 
ized to  construct  the  Crooked  Lake  Canal,  connecting  Seneca  and 
Crooked  lakes;  the  Chemung  Canal,  which  ran  from  the  head  of  Seneca 
Lake  to  Elmu-a  on  the  Chemung  River,  formmg  a  chain  of  communi- 
cation from  the  Erie  Canal  to  the  Susquehanna;  the  Chenango  Canal 
running  from  Binghamton  up  the  Chenango  River  to  its  headwaters 
and  thence  to  the  Erie  Canal ;  and  the  Genessee  Valley  Canal,  extend- 
ing from  Rochester  thi-ough  the  Genessee  Valley  to  the  Allegheny 
River  at  Olean.  The  abandonment  of  these  four  latter  canals,  how- 
ever, was  authorized  in  1878. 

The  volume  of  traffic  passing  through  the  Erie  canal  soon  taxed  its 
capacity,  and  in  1835  the  commissioners  proposed  new  locks  and 
increased  depth;  and  this  enlargement  was  authorized,  but  was  not 
finally  completed  until  the  year  1862.  This  enlargement  increased 
the  depth  to  7  feet,  the  width  at  the  bottom  to  56  feet,  and  at  the 
top  to  70  feet. 

The  act  of  April  20,  1894,  is  an  important  one  in  canal  legislation. 
It  designated  and  defined  the  State  canals,  defined  the  powers  and 
duties  of  the  canal  board,  provided  for  a  superintendent  of  public 
works  and  his  assistants,  giving  him  general  care  and  superintendence 
of  the  canal  with  power  to  enforce  the  canal  law;  defined  the  powers 
and  duties  of  the  State  engmeer,  and  in  general  repealed  nearly  all  the 
statutes  relating  to  canals  and  the  general  canal  legislation  that  had 
been  passed  from  1829  to  1893. 

The  decline  in  importance  of  the  Erie  Canal,  owing  to  its  phys- 
ical inability  to  meet  modern  commercial  requirements  and  the  pos- 
sibilities of  its  enlargement  appealed  to  the  assembly  in  1895, 
when  $9,000,000  was  appropriated  for  the  improvement  of  the  Erie, 


STATE   AND   PRIVATE    CANALS  217 

Champlain,  and  Oswego  canals.  After  most  of  this  amount  had  been 
expended,  however,  it  was  found  that  it  would  requu-e  $12,000,000 
additional  to  complete  the  work  that  had  been  undertaken.  It 
seemed  best  to  formulate  a  general  canal  policy  for  the  State,  and  in 
March,  1899,  the  Hon.  Theodore  Roosevelt,  then  governor  of  New 
York,  appointed  a  board  of  5  commissioners,  who  were  practical  men 
and  who  had  made  a  study  of  the  problems  of  transportation,  who 
were  acquainted  with  the  history  of  canal  transportation  as  affected 
by  railroad  competition,  and  who  were  familiar  with  the  experience  of 
other  countries  in  canal  matters.  As  a  result  of  their  report  the  State 
of  New  York  by  the  act  of  April  7,  1903,  previously  referred  to  on 
page212,  provided  that  $101,000, 000  should  be  devoted  to  the  improve- 
ment of  the  Erie,  Oswego,  and  Champlain  canals.  The  people  ratified 
this  act,  and  the  work  of  constructing  the  Barge  Canals  was  begun. 

The  recommendation  of  this  commission  of  1899  was  strongly 
adverse  to  the  abandonment  of  the  State-owned  canals,  and  they 
earnestly  advised  the  enlargement  of  the  Erie  to  accommodate  boats 
of  1,000  tons,  150  feet  long,  25  feet  wide,  and  of  10  feet  di-aft,  carrying 
33,333  bushels  of  wheat.  Such  an  improvement,  in  then  judgment, 
would  permanently  insure  the  commercial  supremacy  of  New  York 
State  by  restoring  its  former  share  of  the  western  grain  and  other 
traffic  and  foster  the  growth  of  the  iron  and  steel  industries  in  the 
State.  Their  recommendation  contemplated  deepening  the  Oswego 
Canal  to  8  feet  for  boats  of  320  tons  capacity.'*  It  has  been  estimated 
that  up  to  1899  the  sum  of  $360,000,000  "had  been  paid  for  fi-eight 
money,  and  tolls  on  the  New  York  canals.  The  disbursement  of  this 
money  has  built  up  the  great  interior  cities  of  the  State.  The  original 
impetus  to  their  growth  came  from  the  construction  of  the  canals, 
particularly  the  Erie,  and  the  railroads,  when  built,  followed  the  line 
that  had  been  marked  out  by  the  canal.  The  railroads,  however, 
owing  to  theu'  present  more  modern  and  economical  handling  of 
fi-eignt  (not  to  mention  other  methods  of  controlling  canal  traffic), 
had  reduced  the  proportion  of  fi-eight  carried  by  the  canals  from 
44  per  cent  of  the  entire  tonnage  carried  across  the  State  in  1868 
to  5  per  cent  in  1898,  and  in  grain  this  decrease  was  even  more  marked, 
falling  from  76  per  cent  in  1868  to  10  per  cent  in  1898.  An  interest- 
ing table  showing  the  relative  proportions  carried  by  the  railroads  of 
New  York  and  the  New  York  canals,  year  by  year,  from  1854  to  1898 
is  shown  on  pages  182  and  183  of  the  Report  of  the  New  York  Com- 
mittee on  Canals,  1899. 

Cost  and  management. — From  1817  to  the  end  of  1882,  when  the 
tolls  on  the  canals  were  abolished,  the  State  had  paid  out  for  con- 
struction and  enlargement  the  sum  of  $78,685,580,  and  for  superin- 
tendence and  repairs  $48,399,286,  and  had  received  in  tolls  and  other 
revenues  the  sum  of  $135,418,325,  leaving  a  net  balance  of  income 
over  expenditure  of  $8,333,459.  The  profit  on  the  Erie  Canal  dur- 
ing this  period  was  more  than  $42,000,000  over  and  above  the  cost 
of  construction  and  maintenance.  It  appears  from  the  balance  sheet 
of  the  canals  that  the  Champlain,  Oswego,  Cayuga,  and  Black  River 
canals  have  not  been  profitable  in  themselves,  but  since  they  form  a 
part  of  the  great  canal  system,  it  is  only  fair  to  consider  the  system 
as  a  whole.  But  the  profits  of  the  canal  system  of  the  State  of 
New  York   are   not   measured  alone   by  the  figures  shown  in  the 

"Report  of  Committee  on  Canals,  New  York,  1898,  p.  31. 
31673— S.  Doc.  325,  60-1 15 


218  REPORT  ^OF    THE   INLAND    WATERWAYS    COMMISSION 

balance  sheet,  for  over  and  above  the  difference  between  income  and 
the  expenditures  there  are  to  the  credit  of  the  canals  the  indisputable 
benefits  to  the  commerce  and  prosperity  of  the  State. <* 

The  canals  are  now  maintained  by  taxation.  The  funds  are 
handled  by  the  commissioners  of  the  canal  fund,  a  board  which  con- 
sists of  five  members,  the  lieutenant-governor,  the  secretary  of  state, 
the  comptroller,  the  state  treasurer,  and  the  attorney-general.  This 
board  supervises  and  manages  the  canal  fund,  makes  recommenda- 
tions and  reports  to  the  assembly,  makes  advances  and  superintends 
repairs  and  may  borrow  money  when  authorized.''  The  board  of 
canal  commissioners  consists  of  the  five  officials  mentioned  above,  in- 
cluding also  the  superintendent  of  public  works  and  the  state  engineer 
and  surveyor.  This  board  is  empowered  to  fix  and  change  canal 
boundaries,  to  determine  whether  canal  lands  may  be  sold  or  aban- 
doned, to  investigate  matters  and  transactions  connected  with  canals, 
to  examine  and  approve  or  disapprove  all  plans  and  estimates  sub- 
mitted to  it  by  the  State  engineer,  to  order  the  sale  of  surplus  waters 
of  canals  or  creeks,  and  to  grant  permits  for  the  erection  of  works  for 
commercial  or  manufacturing  purposes,  and  may  investigate  charges 
against  certain  officials.''  The  executive  of  the  canals  is  the  super- 
intendent of  public  works,  who  has  the  general  supervision  of  them, 
while  the  State  engineer  and  surveyor  prescribes  surveys,  plans, 
estimates,  etc.,  in  the  construction  or  improvement  of  a  canal.''  The 
State  tax  levied  for  canal  purposes  in  1 902  was  thirteen  one-hundredths 
mills.     The  total  amount  realized  was  $748,092.50. 

Keceipts  and  payments  from  the  vState  treasurer  on  account  of 
canals  for  the  fiscal  year  ending  December  30,  1902,  were  as  follows:  ^ 

Receipts  and  taxes $2,  559, 114.  75 

Interest  on  deposits ^  .• 20,  951.  58 

Interest  on  investments 70, 135.  59 

Bonds  sold  and  bought,  a 92,  309.  92 

Unexpended  balances  refunded 20,  474. 05 

Miscellaneous 5,  350. 12 

Total. , 2,  768,  336. 01 

Payments  by  warrant: 

Maintenance  and  ordinary  repairs 960,  448.  96 

Collecting  statistics 21,  676.  93 

Ti-ansfer,  office  agent,  and  expenses  of  loan 2,  070.  69 

New  work,  extraordinary  repairs,  and  damages 798,  503. 13 

Interest  on  debt. 255,  000.  00 

Investments  for  sinking  fund 225,  392.  58 

Total 2,  263,  092.  29 

The  canal  sinking  fund  on  September  30.  1902,  consisted  of  the 
following :  f 

Securities $2,  009,  513.  82 

Special  deposits  at  three-twelfths  per  cent  pending  suitable  invest- 
ment   500,  000. 00 

Money  in  the  treasury 35,  001.  79 

Total 2,  545,  115.  61 

a  Report  of  Committee  on  Canals,  New  York,  1899,  pp.  31,  151-153. 

6  Legislative  Manual,  1903,  p.  452. 

c  Laws  of  New  York,  1894,  chapter  338. 

<*  Legislative  Manual.  1903,  p.  685. 

«"  Legislative  Manual,  1903,  p.  689. 

/Legislative  Manual,  1903,  p.  710. 


STATE    AND    PRIVATE    CANALS 


219 


Traffic  on  the  Erie  Canal. — The  number  of  boats  uow  operating  on 
the  canal  is  insufficient  to  accommodate  the  traffic  seeking  canal 
transportation.  The  character  of  this  traffic  consists  of  heavy  and 
bulky  commodities,  such  as  grain,  asphalt,  plaster,  sugar,  jute, 
beets,  cla}^,  sand,  crushed  stone,  Hnseed,  etc.  At  present  it  is  esti- 
mated that  there  are  not  more  than  450  canal  boats  in  use  on  the 
Erie,  as  against  3,000  to  5,000  boats  in  service  ten  or  twelve  years  ago. 
A  boat  deteriorates  rapidly,  its  life  being  about  fifteen  years.  There 
has  been  a  heavy  decrease  in  the  number  of  boats  since  1885.     The 


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Diagram  2— Traffic  on  New  York  canals.  1837-1906  (Tables  60,  63) 

building  of  new  boats  has  dropped  off,  especially  since  1895,  due  to 
the  uncertainty  regarding  the  fate  of  the  Erie  canal,  and  since  it  has 
been  determined  to  enlarge  the  canal  there  is  no  inducement  to  build 
small  boats.  The  boats  now  in  use  carry  about  8,000  bushels  of 
wheat.  Each  boat  can  average  7  trips,  enabhng  it  to  carrj'  about 
56,000  bushels  in  a  season,"  corresponding  roughly  to  the  open  season 
on  the  Hudson,  and  extending  from  210  to  240  days.^     The  average 

» Report  of  New  York  Committee  on  Canals,  1899,  p.  56. 

b  Report  of  Superintendent  of  Publio  "Works.  New  York,  1904.  pp.  194-195. 


220 


KEPORT   OF   THE   INLAND    WATERWAYS   COMMISSION 


eastbound  cargo  is  about  240  net  tons,  while  the  return  cargo  is 
generally  about  125  net  tons. 

Eastbound  traffic  consists  almost  wholly  of  grain,  the  westbound 
movement  consists  of  miscellaneous  freight.  Fully  99  per  cent  of 
the  boats  are  said  to  be  o^vned  by  the  captains  running  them  and 
are  not  required  to  be  registered,  enrolled,  or  hcensed.  Practically 
the  onh^  work  of  the  captain  is  to  remain  by  his  boat  and  move  it 
along  the  canal.  The  captain  pays  for  the  motive  power  out  of  his 
charter  price,  but  tomng  about  the  harbor  for  the  purpose  of  load- 
ing and  unloading  is  paid  for  by  the  transportation  company  or  the 
forwarder.  The  forwarder  contracts  with  the  shipper  to  forward  the 
freight  at  a  certain  rate  and  he  charters  the  boat  from  the  captain 
or  o^\^ler.  Out  of  the  contract  sum  the  forwarder  pays  the  charter 
price,  or  if  the  sliipment  is  destined  for  a  point  beyond  Buffalo,  the 
proportion  accruing  to  the  transportation  company.  He  pays  also  the 
cost  of  loading  and  unloading,  insuring  of  cargo,  and  other  expenses. 
The  difference,  if  any,  represents  the  profit  of  the  forwarder. 

STATISTICS  OF  TRAFFIC  ON  NEW  YORK  CANALS 

The  following  tables  (and  diagram  2)  show  the  statistics  of  traffic 
on  the  New  York  canals  and  related  commerce  for  varying  periods : 

Table  60 — Movement  of  articles  on  all  New  York  State  canals,  1837-1905 
[Annual  report  of  the  superintendent  of  public  works  of  New  York  State,  1906] 


Year. 


1837.. 
1838.. 
1839.. 
1840  a 
1841.. 
1842.. 
1843. . 
1844.. 
1845.. 
1846.. 
1847.. 
1848.. 
1849. . 
1850.. 
1851.. 
1852.. 
1853.. 
1854.. 
1855.. 
1856.. 
1857.. 
1858.. 
1869.. 
I860.. 
1861. 
1862. 
1863.. 
1864. 
1865. . 
1866. 
1867.. 
1868.. 
1869. 
1870. 
1871.. 


Total. 

Erie  Canal. 

Tons. 

Tons. 

1,171,296 

667, 151 

1,333,011 

744,848 

1,435,713 

845,007 

1,416.046 

829,960 

1,521,661 

906,442 

1,236,931 

712,310 

1,513,439 

819,216 

1,816,586 

945,944 

1,977,565 

1,038,700 

2,268,662 

1,264,408 

2,869,810 

1,661,575 

2, 796, 230 

1,599,965 

2,894,732 

1,622,444 

3,076,617 

1,635,089 

3,582,733 

1,955,265 

3,863,441 

2,129,334 

4,247,853 

2, 198, 308 

4,165,862 

2,224,008 

4,022,617 

2,202,463 

4,116,082 

2, 107, 678 

3,344,061 

1,566,624 

3,665,192 

1,767,004 

3,781,684 

1,753,954 

4,650,214 

2,253,533 

4,507,635 

2,500,782 

5,598,785 

3,204,277 

5,557,692 

2,955,302 

4,852,941 

2,535,792 

4,729,654 

2,523,490 

5,775,220 

2,896,027 

5,688,325 

2,920,578 

6,442,225 

3,340,986 

5,859,080 

2,845,072 

6,173,769 

3,083,132 

6,467,888 

3,580,922 

Year. 


Total.  I  Erie  Canal. 


Tons. 

1872 1  6, 673, 370 

1873 1  6,364,782 

1874 1  5,804,588 

1875 4,859,858 

1876 4,172,129 

1877 4,955,963 

1878 5,171,320 

5, 362, 372 
6, 457, 650 
5, 179, 192 


1879 

1880 

1881 

1882 i  5,467,423 

1883 '  5,664,056 

1884 '  5,009,488 

1885 1  4,731,784 

1880 '  5,293,982 

1887 !  5,  .553,805 

1888 '  4, 942, 948 

1889 5,370,369 

1890 ;  5,246,102 

1891 :  4,563,472 

1892 4,281,995 

1893 4,331,963 

1894 3,882,560 

1895 1  3,500,314 

1896 ,  3,714,894 

1897 3,617,804 

1898 3,360,063 

1899 3,686,051 

1900 3,345,941 

1901 3,420,613 

1902 3,274,610 

1903 !  3,615,385 

1904 '  3,138,547 

1905 3, 226, 896 

1906 '  3,540,907 


Tons. 
3,562, 
3,602, 
3,097, 
2, 787, 
2,418, 
3,254, 
3,608, 
3, 820, 
4,608, 
3,598, 
3,694. 
3,587, 
3,389, 
3, 208, 
3,808, 
3,840, 
3,321, 
3, 673, 
3,303, 
3, 097, 
2, 978, 
3, 235, 

3. 144, 
2,356, 
2,742, 
2,584, 
2,338, 
2,419, 

2. 145. 
2,257 
2,105 
2,414 
1,945 
1,999 
2,385, 


560 
535 
122 
226 
422 
367 
634 
027 
651 
721 
364 
102 
555 
207 
642 
513 
516 
554 
929 
853 
832 
726 
144 
084 
438 
906 
020 
084 
876 
035 
876 
018 
708 
824 
491 


o  Genesee  Valley  Canal  opened. 


STATE    AND    PRIVATE    CANALS 


221 


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222 


REPOKT    OF    THE    INLAND    WATERWAYS    COMMISSION 


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STATE    AND    PRIVATE    CANALS 


223 


TABr,E   62 — Percentages   {based  on  average    69   years)  of  tonnage  each  year  for  69  yearx 
(1837-1905)  moved  on  New  York  canals 


Year. 


1837. . 
1838.. 
1839.. 
1840.. 
1841.. 
1842.. 
1843. . 
1844.. 
1845.- 
1846.. 
1847.. 
1848.. 
1849.. 
1850.. 
1851.. 
1852.. 
1853.. 
1854.. 
1855.. 
1856.. 
1857.. 
1858.. 
1859.. 
I860.. 
1861.. 
1862.. 
1863.. 
1864.. 
1865.. 
1866.. 
1867.. 
1868.. 
1869.. 
1870.. 
1871.. 
1872.. 
1873.. 
1874.. 
1875.. 
18(6.. 
1877.. 
1878.. 
1879.. 
1880.. 
1881.. 
1882.. 
1883.. 
1884.. 
1885.. 
1886.. 
1887.. 
1888.. 
1889.. 
1890.. 
1891.. 
1892.. 
1893.. 
1894.. 
1895.. 
1896.. 
1897.. 
1898.. 
1899.. 
1900.. 
1901.. 
1902.. 
1903.. 
1904.. 
1905.. 


Erie. 


85 
63 
71 
70 
91 
lOO 
129 
119 
102 
101 
116 
117 
134 
114 
124 
144 
143 
145 
124 
112 
97 
131 
145 
153 
185 
145 
148 
144 
136 
129 
153 
154 
133 
148 
133 
124 
120 
130 
126 
95 
110 
104 
94 
97 
86 
91 
85 
97 
78 
80 


Cham- 
plain. 


33 

33 

33 

31 

34 

29 

33 

34 

33 

35 

39 

37 

40 

57 

64 

66 

76 

75 

67 

76 

68 

76 

94 

85 

68 

81 

110 

106 

102 

125 

131 

140 

132 

143 

137 

181 

149 

158 

134 

113 

127 

131 

126 

150 

123 

137 

170 

139 

142 

140 

153 

149 

148 

190 

137 

127 

106 

69 

120 

100 

99 

100 

129 

121 

110 

96 

100 

99 

104 


Oswego. 


37 

51 

51 

51 

31 

30 

55 

75 

79 

81 

102 

113 

129 

134 

156 

158 

175 

141 

151 

152 

140 

159 

141 

249 

197 

245 

229 

176 

190 

228 

217 

221 

215 

212 

217 

192 

151 

153 

112 

85 

74 

59 

77 

99 

91 

103 

64 

60 

49 

43 

41 

31 

39 

52 

37 

21 

21 

23 

15 

13 

12 

U 

11 

7 

10 

33 

43 

39 

41 


Cayuga 

and 
Seneca. 


84 
130 
135 
259 
274 
363 
376 
372 
313 
272 
308 
267 
158 

97 
175 
118 


70 
87 
95 
84 
45 
46 
138 
142 
138 
45 
57 
53 
27 
23 
35 
39 
78 
71 
80 
92 
117 
109 
82 
99 
87 


Black 
River. 


31 

44 

51 

67 

62 

82 

83 

75 

91 

85 

84 

103 

109 

87 

88 

104 

85 

96 

97 

116 

108 

114 

104 

93 

80 

82 

76 

83 

96 

91 

121 

129 

155 

140 

129 

138 

135 

142 

173 

159 

147 

139 

140 

67 

78 

70 

86 

84 

84 

79 

83 

124 

119 

103 

109 


224 


KEPOET   OF    THE   INLAND   WATEKWAYS    COMMISSION 


The  following  tables  show  the  movement  of  tonnage  on  the  canals: 

Table  63 — Tonnage  of  total  movement  of  articles  on  all  the  canals  of  the  State  of  New 

York,  1837-1906  * 

[Anuual  report  of  the  superintendent  of  public  works  of  New  York  State,  1906] 


Year. 


1837... 
1838.. 
1839... 
1840  a. 
1841... 
1842. . . 
1843... 
1844... 
1845. . . 
1846... 
1847... 
1848... 
1849... 
18S0. . . 
1851... 
1852... 
1853. . . 
1854... 
1855. . . 
1856... 
1857... 
1858... 
1859... 
1860... 
1861... 
1862... 
1863... 
1864... 
1865... 
1866... 
1867... 
1868... 
1869... 
1870... 
1871... 
1872... 
1873... 
1874... 
1875... 
1876. . . 
1877... 
1878... 
1879... 
1880... 
1881 . . . 
1882... 
1883... 
1884... 
1885... 
1880... 
1887... 
1888... 
1889... 
1890... 
1891... 
1892... 
1893... 
1894... 
1895... 
1890... 
1897... 
1898... 
1899... 
1900. . . 
1901... 
1902... 
1903... 
1904... 
1905... 
1906... 


Product  of 
the  forest. 


Agricul- 
ture. 


618,741 
665,089 
667, 551 
587,647 
645, 548 
504,597 
687, 184 
864, 373 
881,774 
916, 976 
,086,056 
,086,080 
,104,940 
,261,991 
,393,698 
,586,080 
,821,525 
68, 745 
,534,934 
,478,664 
364,002 
; 232, 968 
, 542, 035 
, 509, 977 
,052,392 
, 569, 674 
,628,688 
,478,921 
,467,315 
, 769, 994 
, 744, 252 
,958,309 
,855,930 
,916,511 
,941,297 
,950,798 
,582,072 
, 482, 753 
,250,546 
,175,313 
,312,526 
,364,120 
,368,849 
,566,764 
, 652, 543 
,771,743 
,828,643 
,671,706 
,595,632 
,523,496 
.529,809 
,389,728 
.567,311 
397,862 
206,986 
249,381 
030,004 
872, 001 
974,870 
852, 467 
896,971 
820, 668 
838,449 
726,984 
839, 191 
805,067 
690, 161 
738,793 
851,098 
854,610 


208, 043 

255,227 

266, 052 

393, 780 

391,905 

401,276 

455,797 

509,387 

555, 160 

814,258 

1,092,946 

913, 824 

1,020,259 

965, 619 

1,125,264 

1,213,357 

1,150,924 

992, 839 

1,047,344 

1,192,673 

707, 370 

1,279,891 

816, 784 

1,082,754 

2,144,373 

2,494,036 

2,230,075 

1,572,836 

1,696,091 

1, 780, 000 

1,438,517 

1,442,147 

1,314,071 

1,309,153 

1,803,808 

1,083,902 

1,750,418 

1,772,583 

1,311,613 

1,067,497 

1,522,317 

1,921,236 

1,850,347 

2,408,358 

1,171,400 

1,173,257 

1,394,581 

1,204,237 

1,108,711 

1,537,331 

1,590,509 

1,177,587 

1,330,231 

1,201,910 

1,171,192 

1,038,851 

1,544,140 

1,412,142 

644,009 

1, 136, 665 

789,783 

707,855 

620,908 

511,518 

558, 135 

572,676 

597,047 

427,969 

436,979 

648,715 


Manu- 
factures. 


81,735 
101,526 
111,968 
100, 367 
127, 896 

98,968 
124,277 
144,245 
160,638 
149, 000 
176, 448 
202, 781 
203,990 
200,218 
222, 529 
207,955 
230,036 
258,021 
281,873 
284, 901 
232, 803 
295, 903 
299, 421 
268, 759 
280,256 
304,877 
319,432 
282, 354 
281,832 
302, 241 
320, 844 
373,262 
342,239 
352, 497 
336,288 
325,564 
267, 820 
246, 697 
275,731 
180,201 
184,218 
220,063 
255,303 
278,114 
250,901 
187,535 
242, 049 
205,013 
194,714 
105,760 
212,216 
153,905 
161,074 
139,310 
109,387 
125,781 

06, 892 

87,241 
133,911 
152,322 
152,388 
175, 032 
159, 413 
142,784 
129,857 
131,755 
130, 400 
129, 005 
132, 438 
170,584 


Mer- 
chandise. 


94, 777 
124,290 
132,286 
112,021 
141,054 
101,446 
119,209 
141,930 
151,450 
169,799 
224, 890 
261,458 
255, 455 
209, 370 
305, 404 
420,295 
458, 327  ( 
406,022 
374, 402 
370, 768 
222,954 
188, 441 
211, 182 
250,360 
135,096 
107,927 
172, 278 
143,984 
154, 968 
179, 878 
319,880 
324, 064 
208,970 
271,856 
288, 428 
298, 758 
172,990 
132, 181 
110,141 
04,943 
83,010 
138,064 
237,071 
355, 105 
325,775 
283, 174 
310,844 
300, 480 
220, 237 
397,249 
378, 734 
200, 437 
202, 818 
709,072 
250,083 
292, 408 
210,013 
352,741 
251,537 
270, 003 
250, 872 
220, 107 
200,003 
250, 436 
230, 015 
207,972 
241,564 
200, 472 
172, 605 
202,285 


other 
articles. 


108,000 

186,879 

257,826 

222,231 

215,258 

130,644 

126,972 

156, 651 

228, 543 

218,623 

287,812 

331,287 

310,088 

379, 419 

475,838 

435, 754 

587,041 

740,235 

784,064 

789,076 

756,932 

667,989 

912,262 

938, 364 

895, 518 

1,002,271 

1,201,219 

1,374,840 

1,129,448 

1,737,047 

1,904,832 

2,344,443 

2,077,870 

2,323,752 

2,038,007 

2,414,288 

2,591,482 

2,170,374 

1,911,827 

1,684,175 

1,853,892 

1,527,837 

1,650,802 

1,849,255 

1,778,513 

2,051,714 

1,887,339 

1,508,052 

1,612,490 

1, WO,  140 

1,842,537 

2,015,291 

2,048,935 

1,737,342 

1,825,824 

1,575,514 

1,474,308 

1,157,835 

1,495,987 

1,302,837 

1,527,790 

1,435,801 

1,807,218 

1,714,219 

1,662,815 

1,557,140 

1,956,207 

1,041,648 

1,633,716 

1,664,713 


Total. 


1,171,296 
1,333,011 
1,435,713 
1,416,046 
1,521,661 
1,236,931 
1,513,439 
1,816,586 
1,977,565 
2,268,662 
2,869,810 
2,790,230 
2,894,732 
3,070,617 
3, 582, 733 
3,803,441 
4,247,853 
4, 105, 802 
4,022,017 
4,116,082 
3,344,061 
3, 665, 192 
3,781,684 
4,650,214 
4,507,635 
5,598,785 
5,557,692 
4,852,941 
4,729,654 
6,775,220 
5,688,325 
6,442,225 
5,859,080 
6,173,769 
6,467,888 
6,673,370 
6,364,782 
5,804,588 
4,859,858 
4, 172, 129 
4,955,963 
5,171,320 
5,362,372 
6, 457, 656 
5,179,192 
5, 467, 423 
5,664,056 
5,009,488 
4,731,784 
5,293,982 
5,553,805 
4,942,948 
5,370,369 
5,246,102 
4,503,472 
4,281,995 
4,331,903 
3,882,500 
3,500,314 
3,714,894 
3,617,804 
3.360,063 
3,680,051 
3,345,941 
3,420,613 
3,274,610 
3,015,385 
3,138,547 
3,220,896 
3,540,907 


a  Genesee  Valley  Canal  opened. 


STATE   AND   PRIVATE    CANALS 


225 


Table  64 — Tonnage  of  each  class  of  articles  ivhich  came  to  the  Hudson  River  from  the 
Erie  and  Champlain  canals,  1837-1906 

[Annual  report  of  the  superintendent  of  public  works  of  New  York  State,  1906] 


Year. 


Product  of 
the  forest. 


Agricul- 
ture. 


Manu- 
factures. 


Mer- 
chandise 


Other 
articles. 


Total. 


1837. 
1838. 
1839. 
1840. 
1841. 
1842. 
1843. 
1844. 
1845. 
1846. 
1847. 
1848. 
1849. 
1850. 
1851. 
1852. 
1853. 
1854. 
1855. 
1856. 
1857. 
1858. 
1859. 
1860. 
1861. 
1862. 
1863. 
1864. 
1865. 
1866. 
1867. 


1869. 
1870. 
1871. 
1872. 
1873. 
1874. 
1875. 
1876. 
1877. 
1878. 
1879. 
1880. 
1881. 
1882. 
1883. 
1884. 
1885. 
1886. 
1887. 
1888. 
1889. 
1890. 
1891. 
1892. 
1893. 
1894. 
1895. 
1896. 
1897. 
1898. 
1899. 
1900. 
1901. 
1902. 
1903. 
1904. 
1905. 
1906. 


385,017 

151,469 

400,877 

182, 142 

377,720 

163,785 

321,709 

302,356 

449,095 

272,240 

321,480 

293, 177 

416,173 

346, 140 

545,202 

383,363 

607,930 

447,627 

603,010 

628,454 

666,113 

897,717 

603,272 

685,896 

665,547 

769,600 

947,768 

926,048 

913,268 

891,420 

1.064,677 

989,268 

1,340,261 

932, 189 

1,103,018 

846,447 

877,805 

782,604 

858,771 

1,023,417 

798,986 

561,894 

817,613 

929,789 

1,123,607 

610,317 

1,137,873 

1,373,393 

690,586 

1,934,247 

968,062 

2, 152, 159 

1,049,559 

1,898,253 

1,106,148 

1,320,562 

1,051,616 

1,379,331 

1,329,884 

1,542,035 

1,359,287 

1,143,712 

1,459,353 

1,229,554 

1, 453, 419 

1, 087, 105 

1,465,517 

1, 049, 586 

1,347,979 

1,571,754 

1,467,865 

1, 490, 248 

1, 308,  471 

1,421,469 

1,192,681 

1, 470, 872 

813, 275 

1, 157, 495 

890, 725 

906, 483 

978, 366 

1,362,700 

1,120,666 

1,833,266 

1,043,970 

1,710,539 

1,202,207 

2,090,283 

1,367,938 

1,165,347 

1,397,816 

1,024,318 

1, 403, 174 

1,234,463 

1,097,450 

1,054,041 

1,284,213 

949, 870 

1,202,190 

1,400,301 

1,206,279 

1, 412, 166 

1,074,279 

972,746 

1,065,747 

976,660 

1,086,408 

901,407 

817,228 

980, 612 

997,436 

865,958 

784,052 

1,384,103 

676,155 

1,189,935 

649,605 

442, 595 

603,545 

963,253 

634, 618 

633,753 

527,830 

552,054 

584,668 

465,266 

444, 719 

369,984 

382,822 

429,356 

336, 242 

407,281 

296,425 

417,418 

253, 525 

292, 756 

328,517 

302, 173 

320,177 

374,422 

10, 124 

8,487 
8,565 
8,665 
17,891 
16,015 
29,493 
39,957 
49,812 
46,076 
51,532 
44,867 
44,288 
39,669 
52,302 
47,512 
52,817 
40,082 
44,844 
50,454 
55,611 
74,981 
63,079 
66,969 
43,074 
45,502 
56,268 
79,480 
58,211 
60,180 
77,250 
89,814 
84, 623 
91,166 
94,911 
80, 936 
46,  421 
49, 426 
70, 209 
44, 268 
53,545 
56,108 
46,928 
39, 397 
53,013 
61,876 
47, 910 
56,899 
61,912 
50,704 
52,566 
73,027 
75,250 
65,098 
51, 524 
71,380 
37, 972 
58,646 
96,356 
84,605 
108, 871 
94, 465 
114,659 
112,960 
75,803 
88,804 
111,132 
119,837 
116,057 
108,880 


394 

298 

499 

104 

155 

185 

201 

246 

253 

1,797 

4,831 

6,343 

5,873 

7,105 

4,580 

10,605 

12,633 

14,632 

15, 559 

14,073 

16,987 

15,233 

15,804 

11,235 

8,405 

5,470 

5,123 

3,469 

4,302 

6,372 

5,196 

5, 0.58 

4,122 

12,118 

7,603 

7,672 

12,091 

12, 905 

8,341 

4,364 

5,341 

7,367 

15,299 

30, 264 

15,466 

24, 154 

27, 798 

45,538 

48, 185 

65,988 

21,710 

20,364 

16,428 

524,179 

53,924 

53,946 

46, 526 

103, 430 

40,306 

35, 107 

32,830 

27, 239 

17, 771 

15, 193 

11,257 

9,701 

7,617 

4,250 

6,446 

6,553 


64,777 
48,677 
51,559 
16, 178 
36,953 
35,769 
44,854 
62,627 
99,321 
82,982 
124,090 
107,527 
94,638 
113,273 
115,581 
122, 760 
167,897 
219, 564 
174,781 
176,754 
183,709 
147, 526 
308,865 
265, 407 
303,832 
231,516 
265, 524 
295, 598 
236, 721 
367, 136 
444,250 
453, 370 
465, 873 
537,915 
473, 554 
601, 223 
588, 197 
497, 228 
541,457 
580, 342 
586,860 
619,694 
469,  440 
705,251 
464, 085 
559, 988 
449, 152 
377,259 
371,039 
495, 708 
466, 202 
444, 245 
489, 751 
447, 673 
383, 549 
347, 799 
313, 192 
228, 729 
374,883 
386,868 
486, 146 
342, 985 
482, 853 
397,775 
355, 165 
361,056 
325,947 
268,323 
317,150 
261,040 


611,781 
640, 481 
602,128 
669,012 
774,334 
666,626 
836,861 
1,031,395 
1,204,943 
1,362,319 
1,744,283 
1,447,905 
1,579,949 
2,033,863 
1,977,151 
2,234,822 
2,505,797 
2,223,743 
1,895,593 
2,123,469 
1,617,187 
1,985,142 
2,121,672 
2,824,877 
2,980,144 
3,402,709 
3,274,727 
2,805,257 
2,730,181 
3,305,607 
2,029,695 
3, 237, 149 
3,096,142 
3,156,302 
3,495,801 
3,647,944 
3,376,649 
3,223,112 
2, 608, 777 
2, 426, 182 
2,986,812 
3,637,101 
3, 286, 176 
4,067,402 
3,065,839 
3,068,152 
3, 162. 497 
2,631,190 
2,715,219 
3,215,177 
3,158,923 
2,584,661 
2,623,8-36 
3,024,765 
2,286,855 
2,366,519 
2, 565, 845 
2,256,895 
1,603,745 
2,073,378 
1,878,218 
1,544,573 
1,665,217 
1,340,831 
1,254,403 
1,203,084 
1,158,539 
938, 691 
1,070,343 
1,071,072 


226 


UEPOHT    OF    THE    INLAND    VV'ATEKWAYS    COMMISSION 


Table  65 — Commerce  arriving  at  and  going  from  tidewater,  and  internal  movement  of 

New  York  State 

[Report  of  auditor  of  canals,  1882,  pp.  242-243,  and  reports  of  superintendent  of  public  works] 


Years. 


1836. 
1837. 
1838. 
1839. 
1840. 
1841. 
1842. 
1843. 
1844. 
1845. 
1846. 
1847. 
1848. 
1849. 
1850. 
1851. 
1852. 
1853. 
1854. 
1855. 
1856. 
1857. 
1858. 
1859. 
1860. 
1861. 
1862. 
1863. 
1864. 
1865. 
1866. 
1867. 
1868. 
1869. 
1870. 
1871. 
1872. 
1873. 
1874. 
1875. 
1876. 
1877. 


Arriving  at  tidewater. 


By  Erie  Canal. 


From  '  From 
western  \  New 
States.        York. 


By  Champlain 
Canal. 


Tons. 
54,219 
56,255 
83,233 
121,761 
158,148 
224,176 
221, 477 
256,376 
308,025 
304,551 
506,830 
812,840 
650,154 
768,659 
841,501 
,045,820 
,151,978 
,213,690 
,094,391 
,092,876 
,212,550 
,019,998 
,273,099 
,036,634 
,896,975 
,158,425 
,594,837 
,279,252 
,907,136 
,904,156 
,235,716 
,129,405 
,215,222 
,028,568 
,048,947 
,473,832 
,456,022 
,359,455 
,200,364 
,664,056 
,402,768 
,010,081 


Tons. 
364,906 
331,251 
336,016 
264,596 
309,167 
308,344 
258,672 
378,969 
491,791 
655,039 
600,440 
618,412 
534,183 
498,065 
530,358 
462,857 
492,726 
637,748 
602,167 
327,839 
374,580 
197,201 
223,588 
414,699 
379,086 
291,184 
322,257 
368,437 
239,498 
174,205 
287,948 
96,707 
163,350 
229,121 
241,751 
175,045 
214,383 
225,900 
269,933 
250,886 
342,552 
287,927 


Vermont  1 

and      j 

Canada.  ; 


Tons. 
53,853 
43,546 
36,330 
56,308 
50,900 
50,909 
30,515 
32,126 
33,974 
33,389 
41,852 
51,377 
34,528 
65,471 
124,033 
80,656 
107,941 
129,609 
108,848 
99,928 
91,254 
92,207 
93,069 
122,917 
104,150 
53,096 
72,601 
198,116 
195,532 
202,331 
220,890 
206,634 
193,474 
203,876 
244,617 
212,054 
261,058 
27,895 
193,523 
135,115 
128,223 
156,150 


New 
York. 


Tons. 

223,369 

180,729 

184,902 

159,553 

150,797 

190,905 

155,962 

169,390 

185,304 

211,964 

213,196 

261,654 

229,040 

247,751 

355,155 

387,818 

482,182 

524,750 

412,202 

374,950 

445,085 

407,781 

395,386 

547,422 

474,666 

477,442 

413,014 

428,922 

466,091 

449,489 

561,053 

596,949 

668,760 

634,577 

620,987 

634,870 

716,481 

763,399 

559,292 

558,720 

552,639 

532,654 


Total. 


Tons. 
696,347 
611,781 
640,481 
602,128 
669,012 
774,334 
666,676 
836,861 
1,019,094 
1,204,943 
1,362,319 
1,744,283 
1,447,905 
1,579,946 
2,033,863 
1,977,151 
2,334,828 
2,505,787 
2,223,743 
1,895,593 
2,123,469 
1,617,187 
1,985,142 
2,121,672 
2,854,877 
2,980,144 
3,402,709 
3,274,727 
2,805,257 
2,730,181 
3,305,607 
3,029,695 
3,240,806 
3,09(3,142 
3,150,302 
3,495,801 
3,647,944 
3,376,649 
3,223,112 
2,608,777 
2,426,182 
2,986,812 


Going 
from 
tide- 
water. 


Tons. 
133,796 
122,130 
142,808 
142,035 
129,580 
162",  715 
123,294 
143,595 
176,737 
195,000 
213,815 
288,267 
329,557 
315,550 
418,370 
467,961 
521,527 
584,141 
531,831 
504,696 
573,753 
340,176 
287,073 
317,459 
373,735 
340,736 
417,623 
4.36,800 
493,913 
458,684 
626,974 
792,573 
1,067,020 
772,201 
940.429 
801,538 
926,228 
795,117 
753,981 
701,253 
745,797 
978,991 


Internal 

m^ovement 

New  York 

State. 


Tons. 

480,666 

437,385 

549,722 

091,550 

617,454 

584,612 

447,011 

532,983 

620,755 

577,622 

692,528 

837,260 

1,018,768 

999,236 

624,384 

1,137,621 

1,107,087 

1,157,914 

1,410,288 

'1,622,328 

1,418,880 

1,386,698 

1,392,977 

1,342,553 

1,421,602 

1,186,755 

1,778,453 

1,826,165 

1,553,771 

1,540,789 

1,842,639 

1,866,057 

2,134,399 

1,990,737 

2,077,038 

2,170,549 

2,099,198 

2,193,016 

1,827,495 

1,549,828 

1,000,150 

990,160 


Table  66 —  Total  tonnage  coming  to   the  Hudson  River  from  the  Erie  and  Champlain 
canals,  and  aggregate  value  thereof,  inmarket.  18S8-1906 

[Report  of  the  superintendent  of  public  works.  New  York  State,  1906] 


Year.                       Tons. 

Value. 

Year. 

Tons.  . 

Value. 

1838 

640,481 

602, 128 

699,012 

774,334 

666,626 

836,861 

1,019,094 

1,204,943 

1,362,319 

1,744,283 

1,447,905 

1,. '579, 946 

2,033,863 

1,977,151 

2,234,822 

2,  .505, 797 

2,223,743 

1 .  890.  ."iQS 

$23,038,510 
20,163,190 
23,213,573 
27,225,322 
22,751,013 
28, 453, 408 
34, 183, 167 
45,452,321 
51,105,256 
73,092,414 
50,883,907 
52, 375, 521 
65,474,637 
53,927,508 
66, 833, 102 
73,688,044 
72,120,681 
74. 1 77. 937 

1857                             

1,617,187 
1,985,142 
2,121,672 
2,854,877 
2,980,144 
3,402,709 
3,274,727 
2, 805, 257 
2,730,181 
3,30.5,607 
3,029,695 
3,240,806 
3,096,142 
3,156,302 
3,494,801 
3,647,944 
3,376,649 
3, 123, 112 
2, 608, 777 

$51,190,018 

1839..: 

1858 

61,536,061 

1840 

1859 

43, 175, 312 

1841 

I860.                               

78,798,617 

1842 

1861 

81,432,759 

1843 

1862 

111,176,568 

1844 

1863..                         

123,173,294 

1845 

1864 

145,609,202 

1846 

1865 

113,805,846 

1847 

1866..                

131,801,477 

1848 

1867 

120,902,834 

1849 

1868 

136,446,582 

1850 

1869 

144,866,060 

1851 

1870 

105,517,020 

1852 

1871 

106, 874, 570 

1853 

1864 

1872 

1873 

107,086,362 
97, 869, 497 

1855 

1874..                      

107, 976, 476 

1856 2!  123,' 469  !    H  286!  735  ' 

1875 

89,447,518 

STATE    AJS'i)    Pin V ATE    CAMALS 


227 


Table  66 — Total  tonnage  coming  to  the  Hudson  River  from  the  Erie  and  Champlain 
canals,  and  aggregate  value  thereof,  in  market,  1838-1906 — Continued 


Year. 

Tons. 

Value. 

Year. 

Tons.           Value. 

1876       

2,426,182 

2,986,812 

3,637,1011 

3,286,176 

4,067,402 

3,065,839 

3,068,152 

2,892,176 

2,900,788 

2,715,219 

3,215,177 

3,158,923 

2,584,661 

2,623,836 

3,024,765 

2,286,855 

$73,893,878 
76,787,713 
78,563,710 
96,992,498 

143,572,991 
68,785,451 
74, 303, 139 
66,219,034 
66,718,124 
55, 130, 473 
67,517,864 
71,755,221 
58,801,038 
62,780,410 
62,920,266 
57,340,280 

1892 

2,336,519 
2,565,845 
2,256,895 
1,603,745 
2,073,378 
1,878,218 
1, 609, 472 
1,665,217 
1,340,631 
1,306,714 
1,240,124 
1,158,539 
938,691 
1,070,343 
1,071,072 

$73, 698, 295 

1877 

1893 

77,217,815 

1878.                    .           .   .   . 

1894 

51, 740, 449 

1879 

1895 

34, 122, 010 

1880. 

1896 

41, 9S5, 498 

1881 

1897 

30,  493, 208 

1882 

1898 

27, 272, 655 

1883 

1899 

28, 019, 204 

1884 

1900 

21,249,492 

1885.. 

1901 

23, 807, 093 

1886 

1902 •- 

1903 

21,553,144 

1887. 

19, 282, 983 

1888 

1904 : 

1905 • 

1906 

16, 397, 293 

1889 

18,243,618 

1890 

1891 

19,429,730 

Table  67 —  Tonnage  on  New  York  Central  and  Erie  Railways  and  New  York  canals, 

185.3-1906 

[Report  of  the  superinteadent  of  public  worts.  New  York  State,  1906] 


Year. 


New  York 
Central. 

Erie. 

Canals. 

Total. 

Tons. 

Tons. 

Tons. 

Tons. 

360,000 

631,039 

4,247,853 

5,238,892 

549,804 

743.250 

4,165,862 

5, 458, 916 

670,073 

842.048 

4,022,617 

5,534,738 

776,112 

943,215 

4,116,084 

5,835,409 

838,791 

978,066 

3,344,061 

5,160,918 

765,407 

816,954 

3, 605, 192 

5,247,553 

834,319 

869,073 

3,781,684 

5,485,076 

1,028,183 

1,139,554 

4,650,214 

6,817,951 

1,167,302 

1,253,418 

4,507,635 

6,928,355 

1,387,433 

1,632,955 

5,598,785 

8, 619, 173 

1,449,604 

1,815,096 

5,557,692 

8,822,392 

1,557,148 

2, 170, 798 

4, 852, 941 

8,580,887 

1,275,299 

2,234,350 

4, 729, 654 

8, 239, 303 

1.602,197 

3,242,792 

5,775,220 

10,620,209 

1,667.926 

3,484.546 

5,688,325 

10,840,797 

1,846,599 

3,908,243 

6,442,225 

12,197.067 

2,281,885 

4,312,209 

5,859,080 

12, 453, 174 

4, 122. 000 

4,852,505 

6,173,769 

15,148,274 

4,532.950 

4,844,208 

6, 467, 88S 

15,844,152 

4,393,965 

5,564,274 

6,673,370 

16,631,609 

5,522,724 

6,312,702 

6,364,782 

18,200,208 

6, 114, 678 

6,.%4,276 

5,804,588 

18,283,542 

6,001,9.54 

6,239,946 

4,8.59,&58 

17,101,758 

6,803,680 

5,972,818 

4, 172, 129 

16,948,627 

6,351,356 

6, 182, 451 

4,955,963 

17,489,770 

7,695,413 

6,150,568 

5,171,320 

19,017,301 

9,015,753 

8,212,641 

5,362,372 

22,590,766 

10,533,038 

8,715,892 

6,457,5.56 

25,706,486 

11,591,379 

11,086,823 

5, 179, 192 

27,857,394 

11,330,393 

11,89.5,238 

5, 467, 423 

28, 693, 054 

10, 892, 440 

13, 610, 623 

5,684,956 

30,168,019 

10.212,418 

11,071,938 

5,009,488 

26, 203, 844 

10, 733, 499 

10,253,489 

4,731,784 

25,718,772 

12,636,485 

18,668,238 

5,293,982 

36,598,705 

14,531,726 

13,949,260 

5,553.805 

34,034.791 

15,162,812 

15,174,009 

4,942,948 

35,279,769 

15,011,541 

14,084,132 

5,370,369 

34,466.042 

16,108,441 

16,269,650 

5,246,102 

37, 624, 199 

16,621,576 

17,339,140 

4,563,472 

38,524,188 

20,721,752 

18,  ,334, 71 6 

4,281,995 

43,338,463 

21,312,072 

17,309,198 

4,031,963 

42,953,233 

18,728,592 

15,305,260 

3,882,560 

37,916,412 

19,741,495 

12,928,530 

3,500,314 

36,170,339 

22, 123, 617 

22,562,243 

3,714,894 

48, 400, 754 

20,649,810 

19,44.3,898 

3,617,804 

43,711,512 

23,403,439 

22,547,529 

3,360,063 

49,311,031 

25,3.56,474 

22, 660, 236 

3,686,0.51 

51,702,761 

37,586,496 

26,501,104 

3.345,941 

65,433,541 

37,403,122 

24,817,112 

3, 420, 613 

65,640,847 

42,552,586 

26,248,575 

3,274,610 

72,075,771 

38,081,380 

30,586,743 

3,616,385 

72,283,508 

36,379,655 

28,992,293 

3,138,547 

68,510,495 

39,734,512 

30,791,733 

3,226,896 

73. 753, 141 

43,268,731 

35,434,584 

3,540,907 

82,244,222 

1853. 
1854. 
1855. 
1856. 
1857. 
1858. 
1859. 
1860. 
1861. 
1862. 
1863. 
1864. 
1865. 
1866. 
1867. 
1868. 
1869. 
1870. 
1871. 
1872. 
1873. 
1874. 
1875. 
1876. 
1877. 
1878. 
1879. 
1880. 
1881. 
1882. 
1883. 
1884. 
1885. 
1886. 
1887. 


1890. 
1891. 
1892. 
1893. 
1894. 
1895. 
1896. 
1897. 
1898. 
1899. 
1900. 
1901. 
1902. 
1903. 
1904. 
1905. 
1906. 


228 


REPORT    OF    THE   INLAND    WATERWAYS    COMMISSION 


Table  68 — Lossfs  or  gains  in  tonnage  of  the  New  York  Central  Railway  and  Erie  Rail- 
xoay  and  Canals  {New  York  State),  1854-1906 

[Report  superintendent  of  public  works.  New  York  State,  1906] 


New  York  Central 
[Railway]. 

Erie  Railway. 

Canals. 

Total. 

Gain. 

Loss. 

Gain. 

Loss. 

Gain. 

Loss. 

Gain. 

Loss. 

1854 

Tons. 
189,804 
120, 269 
106,039 
62, 679 

Tons. 

Tons. 
112,211 

19,798 
101, 167 

34,851 

53,"ll9" 

270,481 
113,864 
379, 537 
182, 141 
355,702 
63, 552 
1,008,442 
241, 754 
423,697 
403,966 
540,296 

Tons. 

Tons. 

Tons. 
81,991 
143,245 

Tons. 

220,024 

Tons. 

1855 

3,178 

1856 

93,456 

300,662 

1857 

772,021 


674, 491 

1858 

73,284 

161,112 

321, 131 
116, 492 
868,530 

86,735 
238,523 

1,332,875 
110, 404 

1,690,818 
203,219 

1859 

68,912 
193,864 
139, 119 
220, 131 

62, 171 
107,544 

1860 

t 

1861 

142,579 

1862 

1,091,150 

1863 

41,093 
704, 751 
123,287 

1864 

241, 505 

1865 

281,849 

341, 584 

1866 

326, 898 
65, 729 
178,673 
435, 286 
1,840,115 
410,056 

1,045,566 

2,380,906 
220,588 

1,356,270 
256, 107 

2,695,100 
695,878 
787, 457 

1,568,601 
83,334 

1867 

86,895 

1868  .   . 

753,900 

1869 

583,145 

1870 

314, 689 
294, 119 
205, 482 

1871  . 

8,297 

1872. . 

138,091 

720,066 
748,430 
51,574 

1873 

1, 128, 759 
591,954 

308,588 
560, 194 
944, 730 
687,729 

1874 

1875 

112,724 

124,330 

267, 128 

1, 181, 784 

1876  . 

801,726 

153, 131 

1877 

452, 324 

209,633 

783,834 

215, 357 

191,052 

1,095,284 

541, 143 
1,527,581 
3,573,465 
3,115,820 
2,150,808 

775,660 
1,474,065 
1,274,385 

1878 

1,344,057 
1, 320, 340 
1,517,285 
1,058,341 

31,833 

1879  . 

2,062,073 
503,251 

2,370,931 
808, 415 

1,715,385 

2,608,975 

1880..     .. 

1881 

1,278,464 

1882 

260, 986 
437,953 
680,022 

228,231 
196,633 

1883  . 

1884..   .   . 

654,568 
277, 704 

1885 

521,081 
1,902,936 
1,895,291 

631,086 

818, 449 

575, 072 

1886 

8,414,750 

562, 198 
259, 823 

10,879,884 

1887  . 

4,718,978 

2, 563, 864 

1888  . 

1,224,749 

610,857 

1,244,978 

186,273 
2, 158, 157 

900, 480 
4,814,275 

1889 

151,271 

89,877 

427,421 

1890 

1,096,900 
513, 126 

4, 100, 176 
590,220 

1,185,524 

1,069,884 

995,576 

l24, 267 
682,530 
281, 477 

1891 

1892  . 

1893 

1,025,518 
2,003,938 
2,376,730 

49,968 

385, 330 

1894 

2,583,480 

449, 403 
382,246 

5, 030, 821 

1895 

1,612,903 
2,382,122 

1, 746, 073 

1896  .   .. 

9,633,712 

214,580 

12,230,414 

1897 

1,473,807 

3,118,345 

97,090 
257,741 

4, 689, 242 

1898 

2, 753, 629 

1,953,035 

12,230,022 

3, 103, 631 
112, 707 

1,840,868 
316, 008 

1, 431, 463 

4,338,168 

5,599,519 
2,391,730 
13, 730, 780 

207,306 
6,434,924 

207, 737 

1899  . 

325,988 

1900 

340, 110 

1901 

i83,374 

74,672 

1902 

5, 149, 464 

146,003 

1903  .   ... 

4,471,206 
1,701,725 

340,775 

1904 

1,594,450 

476,838 

3, 773, 013 

1905 

3,a54,857 
3,534,219 

1,799,440 
4,642,851 

88,349 
314,011 

5,242,646 
8,491,081 

1906  . 

Table  69 — Ton-mileage  on  New  York  canals  and  railroads 

[Report  of  committee  on  canals  of  New  York  State,  1899] 
[In  millions  of  ton-miles] 


Year. 

Canals  a 
and 
river. 

Rail- 
roads. 

Total,  b 

Per  cent 
canals. 

Per  cent 
rail- 
roads. 

1853 

1,075 
1,002 
904 
910 
726 
861 
862 
1,232 

171 
229 
264 
348 
332 
327 
334 
453 

1,246 
1,231 
1,168 
1,258 
1,058 
1,188 
1,196 
1,685 

86 
81 
77 
72 
69 
72 
72 
73 

14 

1854 

1855 

1856 

1857 

1858 

1859 

1860 

19 
23 
28 
31 
28 
28 
27 

a  Includes  estimated  ton-mileage  of  Canal  Traffic  on  Hudson  River;  after  1880  the  entire  canal  ton- 
mileage  is  estimated,  as  no  records  are  kept. 
f> Minor  discrepancies  in  totals  corrected  and  percentages  computed  on  basis  of  corrected  figures. 


STATE    AND    PRIVATE    CANALS 


229 


Table  69 — Ton-mileage  on  Neic  York  canals  and  railroads — Continued 


Year. 


1861 
1862 
1863 
1864 
1865 
1866 
1867 
1868 
1869 
1870 
1871 
1872 
1873 
1874 
1875 
1876 
1877 
1878 
1879 
1880 
1881 
1882 
1883 
1884 
1885 
1886 
1887 
1888 
1889 
1890 
1891. 
1892 
1893 
1894, 
1895. 
1896, 
1897, 
1898 


Canals 
and 
river. 


1,311 
1,633 
1,524 
1,291 
1,255 
1,507 
1,262 
1,518 
1,384 
1,378 
1,575 
1,594 
1,564 
1,421 
1,117 
934 
1,205 
1,483 
1,455 
1,833 
1,300 
1,360 
1,420 
1,180 
1,180 
1,410 
1,450 
1,210 
1,290 
1,310 
1,120 
1,070 
1,190 
1,070 
890 
970 
870 
770 


Rail- 

Total. 

Per  cent 

roads. 

canals. 

531 

1,842 

71 

708 

2,341 

70 

790 

2,314 

66 

808 

2,099 

62 

706 

1,961 

64 

867 

2,374 

63 

985 

2,247 

56 

1,050 

2,568 

59 

1,406 

2,790 

50 

1,667 

3,045 

45 

1,785 

3,360 

47 

2,260 

3,854 

41 

2,571 

4,135 

38 

2,941 

4,362 

33 

2,917 

4,034 

28 

3,249 

4,184 

22 

3,333 

4,538 

27 

3,827 

5,310 

28 

4,700 

6,155 

24 

5,117 

6,950 

26 

6,020 

7,320 

18 

5,796 

7,146 

19 

6,327 

7,747 

18 

6,322 

7,502 

16 

6,491 

7,971 

15 

7,369 

8,779 

16 

8,022 

9,472 

15 

8,266 

9,476 

13 

9,061 

10,351 

12 

9,940 

11,228 

12 

10,259 

11,379 

10 

12,044 

13,114 

8 

11,526 

12, 716 

9 

10, 542 

11,612 

9 

11,167 

11,957 

7 

12,782 

13,752 

7 

12, 519 

13,389 

6 

14,439 

15,980 

5 

Per  cent 

rail- 
roads. 


29 
30 
34 
38 
36 
37 
44 
41 
50 
55 
53 
59 
62 
67 
72 
78 
73 
72 
76 
74 
82 
81 
82 
84 
85 
84 
85 
87 


Table  70 — Through  and  way  traffic — New  York  canals,  New  York  Central  and  Hudson 
River  Railroad,  and  Pennsylvania  Railroad 

[Compiled  from  reports  of  superintendent  of  public  works  and  Poor's  Manual  of  Railroads] 


Year. 


1879. 
1880. 
1881. 
1882. 
1883, 
1884, 
1885, 
1886 
1887 
1888 
1889 
1890 
1891 
1892 
1893 
1894 
1895 
1896 
1897 
1898 
1899 


New  York  canals. 


Through.         Way. 


Tons. 
3, 538, 521 
4,354,077 
3,112,846 
3,176,675 
3,346,297 
3, 009, 190 
2,687,312 
3,269,615 
3,373,781 
2, 752, 409 
2,901,189 
3, 110, 490 
2,651,838 
2, 407, 858 
2,636,312 
2,321,743 
1,712,261 
2,257,579 
1,736,289 
1,573,227 
1,692,972 


Tons. 
1,823,851 
2,103,579 
2,066,346 
2,290,748 
2,317,759 
2,000,298 
2,044,472 
2,024,367 
2, 180, 224 
2, 190, 539 
2, 469, 189 
2, 135, 612 
1,911,634 
1,884,137 
1,695,651 
1,560,817 
1,888,043 
1,457,313 
1,881,615 
1,786,836 
1,993,079 


N.  Y.C.andH.R.R.R 


Through. 


Tons. 
2,379,920 
2,435,099 
2,493,085 
2, 106, 707 
1,813,320 
1,495,066 
1,715,897 
1,824,905 
1,960,340 
1,886,535 
1,984,716 
2,216,980 
2,023,133 
3,230,914 
2,914,392 
2, 335, 162 
2, 036,  453 
2,977,888 
3,317,097 
4,153,084 
3,764,958 


Way. 


Ton.<i. 
6, 635, 933 
8,097,939 
9,098,294 
9,223,686 
9,079,120 
8,717,352 
9,087,060 
10, 893, 196 
12, 666, 614 
13,151,966 
13,105,022 
13,991,471 
14, 598, 434 
17,490,838 
18,397,680 
16, 393, 430 
17,705,042 
19,145,729 
17,332,713 
19, 250, 355 
21, 591, 516 


Pa.  R.  R.  division. 


Through.         Way, 


Tons. 
2,076,540 
2,067,360 
2, 208, 629 
1,934,819 
1,937.850 
1,824,769 
2,267,180 
2,278,472 
2, 315, 460 
2,240,282 
2,304,551 
2, 412, 316 
2,181,804 
2, 440, 577 
2, 162, 100 
2,327,602 
2,222,722 
2,095,439 
2,548,217 
2,686,383 


Tons. 
11,607,501 
13, 297, 428 
16, 020,  a36 
18, 425, 580 
19,636,310 
20,759,056 
21,779,868 
24,142,476 
28, 532, 175 
32,328.804 
30, 103, 647 
35,495,003 
35,807,688 
39,330,572 
36, 757, 512 
34,239,327 
44, 322, 371 
40,066,196 
45,082,603 
48,864,256 


Closely  connected  with  traffic  on  the  New  York  State  canals  is 
the  traffic  on  the  Great  Lakes.  Buffalo  is  the  most  important  port 
of  receipt  on  the  Great  Lakes  and  the  most  important  point  of  ship- 
ment on  the  canals. 


230 


REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 


The  following  tables  show  the  extent  of  grain  trade  at  Buffalo  for 
a  number  of  years: 

Table  71 — Flour  and  grain  received  at  Buffalo,  by  lake  a  18S6-1906 
[Animal  reports  of  the  superintendent  of  public  works,  New  York] 


Received  at  Buffalo 

—lake. 

Year. 

Received  at  Buffalo 

—lake. 

Year. 

Flour. 

Grain. 

Grain,  in- 
cluding flour. 

Flour. 

Grain. 

Grain,  in- 
cluding flour. 

Barrels. 

Bushels. 

Bushels. 

BarreU. 

Bushels. 

Bushels. 

1836 

139,178 

.543,461 

1,239,351 

1872 

792,502 

58,447,822 

62,260,232 

1837 

126,805 

550,560 

1,184,685 

1873 

1,259,205 

67,340,570 

73, 636, 595 

1838....... 

277,620 

974,751 

2,302,887 

1874 

1,693,585 

61,562,627 

70,030,552 

1839 

294,125 

1,117,262 

2,302,851 

1875 

1,810,402 

«  65, 194, 716 

74,246,726 

1840 

597,142 

.  1,075,885 

4,061,598 

1876 

807,210 

46,038,598 

50, 074, 648 

1841 

730,040 

1,852,325 

5,692,525 

1877 

693,044 

61,734,071 

66,199,291 

1842 

734,408 

2,015,928 

5,687,468 

1878 

911,980 

79,176,152 

84,046,052 

1843 

917,517 

2,055,025 

6,642,610 

1879 

897, 105 

74,379,829 

78,865,354 

1844 

915,030 

2,335,568 

6,910,719 

1880 

1,317,911 

105,453,372 

112,042,927 

1845 

746,750 

1,848,040 

5,581,790 

1881 

1,051,250 

56,806,545 

62,062,895 

1846 

1.374,529 

6,491,522 

13,366,167 

1882 

1,199,350 

50,833,590 

56,830,340 

1847 

1,857,000 

8,688,187 

19,153,187 

1883 

2.071,570 

65,722,080 

76,079,930 

1848 

1,249,000 

7,396,012 

14,641,018 

1884 

2,615,510 

56,963,970 

70,041,520 

1849 

1,207,435 

8,628,013 

14,665,189 

1885 

2,993,280 

49,740,000 

64,260,460 

1850 

1,103,039 

6,618,004 

12,059,551 

1886 

4, 582, 190 

72,514,840 

95,425,790 

1851 

1,258,224 

11,449,661 

17,740,784 

1887 

4,001,360 

84,730,910 

104,737,710 

1852 

1,299,213 

13,392,937 

20,390,500 

1  1888 

5,244,930 

73,223,500 

99,448,150 

1853 

975,557 

11,078,741 

15,956,525 

1889 

5.480,710 

90,869,880 

118,273,430 

1854 

739,756 

18,553,455 

22,252,288 

1890 

6,245,580 

89,312,800 

120,540,700 

1855 

937,761 

10,788,473 

24,472,277 

1891 

7,093,340 

128,993,020 

164,459,720 

1856 

1,126,048 

20,123,667 

25,753,965 

1892 

9,746,120 

133,039,090 

181,769,690 

1857 

845,953 

15,348,930 

19,578,690 

1893 

10,562,090 

135,919,920 

188,730,370 

1858 

1,536,109 

20,202,444 

26,812,982 

1894 

11,488,530 

103,959,165 

161,401,815 

1859 

1,420,383 

14,429,069 

21,530,722 

1895 

8,971,740 

118,027,930 

162,936,()30 

1860 

1,122,335 

31,441,440 

37,073,115 

1896 

10,384,184 

163,431,814 

214,352,734 

1861 

2,159,591 

50,062,646 

61,460,601 

1897 

11,339,298 

185,443,816 

242, 140, 306 

1862 

2,846,022 

58,642,344 

72,872,454 

1898 

10,371,653 

221,383,945 

273,242,210 

1863 

2,978,088 

49,845,065 

64,735,610 

1899 

8,810,097 

153,393,184 

194,293,112 

1864 

2,028,520 

41,044,498 

51,177,146 

1900 

11,463,079 

157,655,909 

209,239,824 

1865 

1,788,393 

42,473,223 

51,415,188 

1901 

11,053,439 

132,641,828 

187,909,664 

1866 :. 

1,313,543 

51,820,342 

57,388,087 

1902 

12,026,616 

124, 626, 548 

184,759,518 

1867 

1,440,056 

43,499,780 

59,700,060' 

1903 

11,243,027 

140,438,822 

196,653,957 

1868 

1,502,731 

42,436,201 

49,949,856 

;  1904 

6,160,965 

100,838,000 

131,642,842 

1869 

1,598,487 

37,014,728 

45,007,163 

1905 

10,201,100 

126,465,729 

177,496,229 

1870 

1,470,391 

39,261,141 

46,013,096 

1906 

10.279.384 

136, 096,  .528 

177.  492, 229 

1871 

1.278,077 

60,765,357 

67, 155, 742 

"Canadian  railroad  receipts  included  lor  several  years  prior  to  1877. 
Table  72 — Flour  and  grain  received  at  Buffalo,  by  lake,"'  1846-1906 


Year. 


1846. 
1856. 
1866. 
1876. 
1877. 
1878. 
1879. 
1880. 
1881. 
1882. 
1883. 
1884. 
1885. 
1886. 
1887. 
1888. 
1889. 
1890. 
1891. 
1892. 
1803. 
1894. 

isas. 

1896. 


Barrels. 

1,374,529 

1, 126, 048 

1.313,543 

807,210 

693,044 

911,980 

S07. 105 

1,317,911 

1,051,250 

1,199,3.50 

2,071,570 

2,615,510 

2,903,280 

4,. 582, 190 

4,001,360 

5,244,930 

5, 480, 710 

6,245,580 

7,093,340 

9, 746, 120 

10,562,090 

11,488,530 

10,005.258 

10,384,184 


Bushels. 
4,  744, 184 
8, 465, 671 
10, 479, 694 
19,324,612 
23.284,405 
3.5, 419, 136 
37,  788.. 501 
40,510,229 
18, 495, 320 
26, 050, 030 
24.105,420 
32. 469, 710 
27,130,400 
41 ,  430, 440 
48, 111,  180 
27,548,110 
26,051,000 
24,868,630 
76,945,960 
78,343,560 
68,243,750 
50, 194, 130 
47,437,280 
.54,411,207 


Rye. 


Bushels. 
1,455,258 
9,633,277 
27,894,798 
20, 939, 853 
33,362,866 
35,133,853 
32.990,993 
62.214,417 
34.434,830 
21,664,630 
34,975,040 
18,538,340 
21,028,230 
29, 155, 370 
30,189,490 
36,422,270 
47, 127, 1,50 
44, 136, 060 
29, 616, 390 
32,377,780 
40, 539, 970 
29, 078, 520 
37,0,56,339 
47,811,010 


Bushels. 

218,300 

1.733,382 

10,227,472 

2,397,257 

4,279,229 

5,122,972 

1,104,794 

649, 350 

4,565,737 

1,650,170 

3,226,900 

3,174,730 

767,580 

1,014.670 

4, 656, 280 

7,897,310 

14,309,800 

13,860,780 

12, 454, 1.50 

16,500,250 

20,700,150 

15,560,230 

22, 056, 339 

40, 107, 499 


o  VlJix.ioed  not  included.    Canadian  railroad  receipts  included  for  several  j'ears  prior  to  1877 


STATE    AND    PRIVATE    CANALS  231 

Table  72 — Flour  and  grain  received  at  Buffalo,  by  lake,  1849-1906 — Continued 


Year. 


Flour. 


Wheat. 


Com. 


Oats. 


Barley. 


Rye. 


1897. 
1898. 
1899. 
1900. 
1901. 
1S02. 
1903. 
1904. 
1905. 
1906. 


Barrels. 
12,440,617 
10,371,653 

9,088,873 
11,463,079 
11,0.33,439 
12,026,616 
11,243,027 

6.160,965 
10,201,100 
10,279,384 


Bushels. 
56,565,610 
83,872.837 
48,008,014 
47,826,458 
61,294,248 
62, 452, 696 
40, 455, 328 
26,270,000 
40,436,616 
55,544,832 


Bushels. 
56,932,625 
67,950,073 
53,843,327 
63, 192. 660 
30,539,848 
22,487,4,54 
43,364,979 
27,898,000 
32,745,046 
25,976,478 


Bushels. 
64, 140, 618 
45,501,233 
26,469,401 
28,422.256 
21,438,545 
1.5,891,387 
30,976,088 
19,124,000 
25,733,094 
23, 951, 155 


Bushels. 
14,548,100 
11,391,332 
15,110,672 
9,868,196 
7,687,239 
8,969,865 
10,681,655 
15, 665, 000 
14, 618, 495 
13,681,058 


Bushels. 
7,213,6.5(1 
6.821,694 
2,260,865 
1,314,743 
1,256,284 
3, 716, 628 
3, 216, 983 
1.736,600 
■  688, 452 
1,243,640 


Table  73 — Grain  and  flour  movement  at  Buffalo,  1861-1906 
[Aimual  reports  ol  superintendent  of  public  works] 


Flour. 


Year. 


Lake  re-    Canal  ship- 
ceipts.         ments.« 


Grain. 


Lake  re- 
ceipts. 


Canal  ship- 
I     ments. 


!  Barrels. 

1861 2, 159. 591 

1862. . . .' 2,846,022 

1863 2,978,088 

1864 2,028,520 

1865 1,788,393 

1866 i  1,313,543 

1867 1,440,056 

1868 !  1, 502, 731 

1869 ■ 1  1, 598, 487 

1870 1,470,391 

1871 1  1, 278, 077 

1872 '  762, 502 

1873 1  1,259,205 

1874 1  1,693,585 

1875 1,810, 402 

1876 807,210 

1877 ;  693, 044 

1878 ^. .  911,980 

1879 1  897, 105 

1880 1, 317, 911 

1881 1  1,051,250 

1882 1, 199,350 

1883 2, 071, 570 

1884 2, 615, 510 

1885 2,993,280 

1886 4, 582, 190 

1887 4, 001, 360 

1888 5,244,930 

1889 5, 480, 710 

1890- 6,245,580 

1891 7, 093, 340 

1892 9, 746, 120 

1893 10, 562, 090 

1894 11, 488, 530 

1895 8, 971, 740 

1896 10, 384, 184 

1897 11,339,298 

1898 10, 371 , 653 

1899 8, 810, 097 

1900 11. 463, 079 

1901 11 , 053, 439 

1902 12,026.616 

1903 11, 243, 027 

1904 6, 160, 965 

1905 10, 201, 100 

1906 10,279,384 


Barrels. 

1,667,416 

2, 102, 574 

1,930,731 

1,474,582 

1,271,129 

751,870 

569, 234 

575,900 

657,807 

509,055 

381,583 

190, 129 

181,731 

269,759 

163,287 

86,019 

82,621 

64,666 

66,333 

76, 537 

64, 129 

86, 777 

83,768 

67, 138 

63,602 

83,296 

37, 861 

30, 463 

40, 555 

32,046 

28,900 

45, 176 

22,574 

27,047 

20,333 

73,741 

29,685 

17, 166 

11,546 

10,866 

6,926 

12,302 

9.954 

12,009 

2,130 

2,778 


Btishels. 
50,069,646 
58,642,344 
49,845,065 
41,044,498 
42,473,223 
51,820,342 
43,499,780 
42,436.201 
37,014,728 
39,261,141 
60,765,357 
58,447,822 
67,340,570 
61,562,627 
65, 194. 716 
46,038i598 
61,734,071 
79, 176, 152 
74,379,829 
105,453.372 
56,806,545 
50,833,590 
65,722,080 
56,963,970 
49,740,060 
72,514,840 
84,730,910 
73,223,500 
90,869,880 
89,312,800 
128,993,020 
133,039,090 
135,919,920 
103,959,165 
118,027.930 
163,431,814 
185, 443, 816 
221,383,945 
153;  393, 184 
157, 655, 969 
132,641,828 
124,626,548 
140,438,822 
100,838,000 
126,465,729 
136,096,529 


Bushels. 


Per  cent 
of  canal 

ship- 
ments to 
lake  re- 
ceipts. 


28, 588, 000 
30.001,000 
48,644,000 
47,861,000 
51,432,000 
41,437,000 
35,782,000 
27,879,000 
44,308,000 
58,815,000 
54,206,000 
72,069,000 
31,175.000 
29,753,000 
42,378,000 
38,100,000 
31,600,000 
45,224,000 
49,246,000 
38,194,000 
42,023,000 
38,479,000 
34,658,000 
31,821,000 
48, 127, 000 
48,567,000 
20,364,000 
36.327,000 
26.193,000 
23,296,000 
''21,144,752 
^15,865,441 
''18,028,660 
616,182,634 
617,499,117  ; 
613,489,738  i 
613,623,915 
620,604,954 


77.3 

76.6 
80.1 
80.2 
76.4 
67.2 
54.9 
60.0 
71.6 
74.3 
72.8 
68.4 
54.9 
58.5 
64.4 
68.0 
63.5 
62.4 
58.2 
52.2 
46.3 
43.1 
26.8 
23.9 
36.1 
46.7 
17.2 
22.1 
14.1 
10.8 
13.7 
10.0 
13.5 
12.9 
12.4 
13.3 
10.7 
15.1 


a  Total  flour  moved  on  all  canals. 

6  Annual  Report  of  Chamber  of  Commerce,  Buffalo,  1906,  p.  106. 


282 


REPOKT    OF    THE   INLAND   WATERWAYS    COMMISSION 


The  following  statement  shows  the  receipts  of  grain  and  flaxseed 
at  Buffalo,  the  average  canal  fi-eight  on  wheat,  and  the  tolls  on 
wheat  to  New  York,  and  the  elevating  and  storage  rates  at  Buffalo, 
for  a  series  of  vears : 


Table  74 — Freight,  tolls,  elevating  and  storage  rates,  1870-1906 
[Annual  report  Buffalo  Chamber  of  Commerce,  1906] 


Year. 

Grain  re- 
ceived. 

Averagg 
canal 
freight 

on  wheat, 

per 

bushel. 

Tolls  on 
wheat, 

per 
bushel. « 

Elevat- 
ing, in- 
cluding 
storage, 

per 
bushel.a 

1870                                              

Bushels. 
32, 208, 039 
61,319,313 
58,703,666 
65,498,955 
55, 660, 198 
52,833,451 
44,207,121 
61,822,292 
78,828,443 
75,089,768 
105,133,009 
56,389,827 
51,501,503 
65,722,080 
t58,011,800 
52,671,090 
75,570,850 
87,073,570 
73,977,390 
92,290,550 
91,994,680 
135,315,510 
138,872,560 
140, 796, 410 
105,435,577 
121,225,497 
172,474,664 
204,964,103 
221,383,945 
153,393,184 
157,655,909 
132,646,828 
124, 626,  438 
140,438,822 
100,838,000 
126, 465, 729 
136,096,528 

Cents. 
11.2 
12.6 
13.0 
11.4 
10.0 
7.9 
6.6 
7.4 
6.0 
6.8 
6.5 
4.7 
5.4 
4.9 
4.2 
3.8 
5.0 
4.6 
3.4 
4.8 
3.8 
3.5 
3.5 
4.6 
3.2 
2.2 
3.7 
2.8 
2.8 
3.0 
2.5 
3.5 
3.8 
4.0 
3.2 
3.9 
4.2 

Cents. 
3.1 
3.1 
3.1 
3.1 
3.1 
2.0 
2.0 
1.0 
1.0 
1.0 
1.0 
1.0 
1.0 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

None. 

Cents. 

1871                                   

1872                            

1873                          

1874                                             

1875           •                          

1876                               - 

1877                          

1878                     

1879         

1880                               ■- 

1881                             

1 

1882                  

1883                                            

1884                                        

188.5                                 

1886                        

S 

1887                  

1888                                 

1889                                    

1890                          

1891           

1892                                    

1893                                   

1894                  

1895                  

1896                                        

1897                                 

1898                          

CO 

1900   

1 

1902                  

1904 

1906          

a  Prior  to  1870,  tolls  6.21  cents  a  bushel  and  the  elevating  charge  2  cents. 
b  The  years  1884  to  1905,  both  inclusive,  include  flaxseed, 
o  Five-eighths  of  a  cent  to  nothing. 


STATE    AND    PRIVATE    CANALS 


233 


Table  75 — Wheat<i  and  flour  traffic  on  the  Erie  Canal,  1835-1881 
[Monthly  Summary  of  Commerce  and  Finance,  1900,  p.  1969] 


Year. 

From 
Western 
States. 

From 
New 
York 
State. 

Arriving 

at 

tidewater. 

From          ^?°w 

Year.              Western        -^nrt 

1     States.         gYor^, 

Arriving 

at 

tidewater. 

1835 

Barrels. 
268,259 

•  317,108 
284,902 
552,283 
683,509 

Barrels. 
868,561 
775, 979 
747, 676 
637,036 
425,544 

1,080,084 
596,657 
543,064 
670,532 
746,939 

1.288,416 
929, 330 
791,106 
770, 114 
886,938 
905.277 
895, 467 
877,731 
957,984 
267,252 

Barrels. 
1,136,778 
1,093,087 
1,032,578 
1,189,319 
1,109,053 
2,146,6f>9  • 
1,829,644 
1,776,056 
2,237,177 
2,474,653 
2,842,156 
3,652,804 
4,780,338 
3,753,802 
3,739,759 
3, 990, 236 
3,991,207 
4,815,091 
4,950,273 
1,854,213 
1,988,226 
3,485,775 
1,988,226 
3,563,901 

Barrels. 

1859 2,210,620 

1860 4,344,387 

Barrels. 

Barrels. 
1.925,402 

1836 

737,321 

5,081,708 

1837 

1861 6,712,233 

1862 7,516,397 

1863 5.575.233 

745,022 
843,685 
495, 119 
337,122 
329,862 
6  103,834 
117,  i63 

7,457,255 

1838 

8,360,082 

1839      

6,070,352 

1840 

1.066.615 

1864 

4,005,742 

4,342,864 

1841                     -i     1,232,987 

1865  .           .     . 

2,751,564 
2,003.703 
2,226,107 
2,812,005 
4,210,619 
4,117,078 
4,626,820 
2,630.186 
5,306,835 
5,056,335 
4,852,369 
2,661,379 
2,867,118 
5,329,646 
5,835,578 
6,116,728 
2,584,691 

3,081,426 

1842              '     1,146,292 

1866 

2,107,537 

1843     1     1,586,645 

1867 

2,343,270 

1844                      '     1,727,714 

1868              .   . 

2,731,234 

1845                   ..:     1,. 553, 740 

1869 

85,778 

4, 296, 397 

1846     2,723,474 

1870 

3,964,834 

1847 3,989,232 

1871 

268,577 

4,587,997 

1848                           2, 983, 688 

1872 

2,420,164 

1849                 ...      2,842,821 

1873 

4,580,187 

1850 3.084. 9.S9 

1874 

4,924,360 

1851 

3,495,734 

1875      . 

4, 606, 637 

1852 

3,937,306 
3, 992;  289 
1,586,961 
2,-506,780 
3, 209, 741 

1876 

2, 394,  700 

1853     

1877 

2,575,155 

1854 

1878      .     . 

86, 758 
262,930 

42,846 
207,225 

5, 416, 404 

1855 

1879 

6,098,  .508 

1856     

276,034 

1880 

6, 159, 674 

1857 

9  5>9'>  m9 

1881  c 

2,791,916 

1858 3.788.069 

a  In  terms  of  flour,  5  bushels  of  wheat  being  considered  equivalent  to  1  barrel  of  flour. 
b  This  result  is  partly  estimated.    In  several  years  a  quantity  of  wheat  failed  to  reach  tide  water, 
owing  to  the  sudden  closing  of  navigation. 
c  Since  ISSl  the  shipments  from  New  York  State  have  become  a  totally  negligible  factor. 

Table  76 — Total   movement  of  flour,  meal,  and  grain  on  all  the  New    York  State 

canals,  1861-1906 

[Annuiil  report  of  the  superintendent  of  public  works.  New  York  State,  1906] 


Year. 

Total  all 
grains. 

Year. 

Total  all 
grains. 

1861 

Tmis. 
2,070,251 
2,332,928 
2,021,505 
1,437,598 
1,530,037 
1,680,169 
1,322.774 
1,350,090 
1,221,397 
1,189,267 
1,759,882 
1,586,249 
1,660,981 
1,500,490 
1,238,115 

991,197 
1,439,665 
1,846,742 
1,770,846 
2,304,219 
1,074,545 
1,087,953 
1,329,099 

1884 

Tons. 

1,198,346 

1,028,260 

1862 

1885 

1863 

1886 

1,446,973 
1,498,304 
1,116,733 
1,277,118 
1,158,029 
1,072,375 
992,798 

1864 

1887 

1865 

1888 

1866 

1889 

1867 

1890 

1868 

1891 

1869 

1892 

1870 

1893 

1,435,540 

1,388,859 

583,754 

916,072 

731,213 

1871 

1894 

1872 

1895 

1873 

1896 

1874 

1897.               ..   . 

1875 

1898 

636,774 
562,740 
447, 768 

1876 

1899 

1877 

1900. 

1878 

1901 

465,426 
475. 863 

1879 

1902 s 

1880 

1903. 

495,005 
346,991 

1881 

1904 

1882 

1905 

337. 815 

1883 

1906 

561,896 

31673— S.  Doc.  325,  60-1 16 


234 


KEPOET    OF    THE    INLAND    WATERWAYS    COMMISSION 


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STATE    AMD    PKIVATE    CANALS 


235 


Table  77 — Rail  and  water  movement  of  grain  at  New  York,  1868-1906 

[Flour  not  included] 
[Report  of  the  Committee  on  Canals,  New  York  State,  1899] 


Year. 


Receipts     Receipts  by 
by  canai.        railroad, 


Tntai  TA.      Receipts  I  Receipts 
lotaire-  ^^      ,      ^^y 

canal,      railroad. 


ceipts. 


Exports. 


1868 
1869 
1870 
1871 
1872 
1873 
1874, 
1875. 
1876, 
1877. 
1878. 
1879. 
1880. 
1881. 
1882. 
1883. 
1884. 
1885. 
1886. 
1887. 
1888. 
1889. 
1890. 
1891. 
1892. 
1893. 
1894. 
1895. 
1896. 
1897. 
1898. 
1906. 


Bushels. 
44,012,258 
35,438,209 
35,224,450 
54,148,216 
.53,138,945 
48,-560,045 
,51,000,000 
39,000,000 
32,267,274 
47,911,754 
63,663,049 
57,035,507 
69,345,829 
38,188,910 
32,148,345 
41,214.293 
37,924,524 
29,926,879 
43,995,885 
46,009,200 
34, 020, 000 
33,994,590 
30, 185, 400 
31,696,694 
26, 780, 675 
43, 835, 800 
43,031,800 
14,690,100 
32,250,050 
21,828,200 
19.407,100 
11,769,800 


Bushels. 


40, 672, 536 
34,081,586 
63,960,486 
76, 483, 604 
71,901,088 
73,289,097 
53,672.968 
51,389,834 
48,086,975 
65,563,023 
59,200,235 
50,755,235 
40,515,050 
,50,434,748 
63,938,068 
96, 194, 173 
105,111,076 
61,802,966 
42  535.695 
72,778,335 
88,227,725 
132, 524, 575 
141,623,160 
77,458,926 


Bushels. 
45, 788, 408 

46. 729. 726 
48, 489, 141 
70,947,226 
75,025,915 
73,732,174 
86,321,263 
73,342,316 
75,005,775 
83,808,418 

128, 613, 771 
136,098,289 
143,856,040 
113,120,200 
87,193,263 

95. 155. 727 
87, 456, 418 
98,419,5.58 

104, 400, 129 
97,509,142 
77,141,012 
85,613,533 
94,969,908 
128,426,096 
132,859,336 
106,830,450 
86,385,297 
87,931,948 
120,707,809 
154,450,995 
161,114,573 
89, 365, 846 


Per  cent. 
96.1 
75.8 
72.6 
76.3 
70.8 
62.9 
59.1 
53.2 
43.0 
55.9 
49.5 
41.9 
48.2 
33.8 
36.9 
43.3 
43.4 
30.4 
42.1 
47.2 
44.1 
40.6 
31.8 
24.9 
19.7 
41.0 
49.8 
16.3 
26.7 
14.0 
12.0 
13.4 


Per  cent. 


54.2 

40.7 
49.7 
56.2 
50.0 
64.8 
61.6 
54.0 
55.0 
66.6 
56.7 
52.1 
52.5 
58.9 
67.3 
74.9 
79.1 
57.9 
49.2 
82.8 
73.1 
85.8 
87.9 
81.7 


Bushels. 
13, 219, 131 
19,642,113 
19,458,945 
35,119,808 
39,408,173 
45,167,691 
54,636,885 
40,027,764 
44,780,724 
54,040,284 
92,893,892 
103,857,438 
115,063,666 
75,182,826 
49,251,711 
52, 586, 752 
48,216,393 
50, 782, 188 
55,141,066 
54,936,034 
27, 395, 359 
42,418,448 
48, 400, 010 
69, 525, 786 
76,498,205 
57,218,177 
36, 520, 427 
45,731,125 
69,120,665 
117,521,143 
124, 615, 822 


Table  78 — Receipts  of  lumber,  lath,  and  shingles  by  lake,  and  shipments' of  lumber  by 
canal  at  the  Tonaumndas,  1896-1906 


[From  annual  report  of  Chamber  of  Commerce,  Buffalo,  1906] 


^                   Year. 

Receipts. 

Shipments  of 

Lumber. 

Lath. 

Shingles. 

lumber. 

1896 

Feet. 
469,246,500 
584,836,500 
469,177,448 
495,946,959 
388,783,483 
451,596,420 
406,204,000 
476,846,330 
420,640,341 
459,571,120 
441,609,276 

Pieces. 

7,195,350 

7,528,500 

3,601,500 

1,679,350 

1,646,450 

3,394,051 

1,545,-550 

3,946,250 

3,533,950 

3,415,350 

4,685,800 

Pieces. 

35,823,200 

49,501,200 

78, 674, 500 

14,491,461 

55,516,000 

16,821,7-50 

3,869,000 

5,997,250 

2,340,000 

Feet. 
185, 580, 352 

1897 

1898 

218, 576, 701 
184, 709, 746 

1899 

174, 294, 366 

1900 

154, 975, 103 

1901  . 

205,833,854 
163, 626, 503 

1902 

1903 

157, 377, 155 

1904 

135,011,651 

1905    

157, 194, 240 

1906 

2,790,000 

140, 362, 442 

236 


EEPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 


Table  79 — Average  railroad  and  canal  freight  rates  per  ton-mile'* 
[Corrected  specie  values] 


Year. 

Erie 
R.  R. 

New 
York 
Central 
and 
Hud- 
son 
River 
R.  R. 

Lake 

Shore 
and 

Michi- 
gan 

South- 
ern 

Rwy. 

Michi- 
gan 
Central 
R.  R. 

Penn- 
sylva- 
nia 
R.  R. 

Pitts- 
burgh, 
Fort 
Wayne 
and 
Chi- 
oago 
Rwy. 

Chesa- 
peake 
and 
Ohio 
Rwy, 

New 
York 
canals. 

1865  .                 

Cents. 

1.564 

1.712 

1.465 

1.287 

1.137 

1.125 

1.282 

1.362 

1.268 

1.184 

1.061 

.972 

.898 

.960 

.779 

.836 

.805 

.749 

.786 

.719 

.656 

.659 

.687 

.716 

.644 

.643 

.636 

.614 

.631 

.609 

.604 

.606 

.609 

.56 

.52 

.56 

Cents. 

1.955 

2.181 

1.980 

1.951 

1.763 

1.590 

1.457 

1.422 

1.371 

1.319 

1.119 

.929 

.954 

.919 

.793 

.879 

.783 

.738 

.915 

.834 

.088 

.765 

.782 

.753 

.712 

.730 

.740 

.099 

.701 

.733 

.726 

.668 

.679 

.61 

.59 

.66 

Cents. 

1.645 

1.746 

1.745 

1.661 

1.266 

1.269 

1.244 

1.227 

1.164 

1.065 

.887 

.722 

.813 

.724 

.641 

.750 

.617 

.628 

.728 

.652 

.553 

.639 

.670 

.673 

.632 

.644 

.630 

.602 

.599 

.587 

.567 

.551 

.538 

.502 

Cents. 

1.735 

1.834 

1.787 

1.743 

1.544 

1.673 

.972 

1.392 

1.365 

1.728 

1.018 

.986 

.924 

.836 

.691 

.842 

.718 

.772 

.830 

.646 

.560 

.686 

.694 

.702 

.702 

.701 

.723 

.687 

.691 

.671 

.662 

.626 

.615 

.597 

Cents. 

1.538 

1.636 

1.497 

1.322 

1.229 

1.268 

1.211 

1.304 

1.258 

1.164 

.989 

.841 

.954 

.914 

.823 

.918 

.857 

.874 

.881 

.804 

.695 

.755 

.730 

.723 

.685 

.661 

.656 

.647 

.620 

.606 

.565 

.563 

.561 

Cents. 

1.385 

1.423 

1.403 

1.211 

1.198 

1.229 

1.276 

1.264 

1.220 

1.134 

.970 

.827 

1.024 

.867 

.754 

'".'745' 
.752 
.787 
.673 
.577 
.692 
.717 
.66 
.69 
.69 
.70 
.67 
.68 
.65 
.64 
.66 
.60 
.57 

Cents. 

"i'eei" 

3.753 

3.179 

3.752 

4.101 

4.445 

3.643 

1.909 

1. 354 

1.299 

1.061 

1.035 

.985 

.860 

.866 

.892 

.753 

.723 

.672 

.550 

.541 

.537 

.541 

.538 

.561 

.525 

.518 

.511 

.478 

.425 

.425 

.419 

.37 

.36 

.34 

Cents. 
0.65 

1866 

.71 

1867 

.65 

1868  .                      

.62 

1869 

.68 

1870 

1871 

1872 

1873 

.73 
.92 
.91 

.78 

1874 

.67 

1875  .                 

.58 

1876 

.61 

1877 

.54 

1878 

.42 

18f9 

.46 

1880 

1881 

1882 

1883                     

.41 
.42 
.40 
.33 

1884 

1885 

1886 

.27 
.26 
.34 

1887 

1888 

.29 
.22 

.29 

1890 

.26 

.24 

1892 

.23 

.31 

1894 

.21 

1895  .          

.15 

1896 

.25 

.19 

1898 

.19 

.19 

1900 

.51 

.59 

.54 

.58 

.17 

1901 

.23 

1902 

.64 
.61 
.63 
.62 
.60 

.63 
.64 
.66 
.61 
.64 

.52 
.52 
.52 
.52 
.52 

.68 
.66 
.65 
.61 
.63 

.59 
.61 
.61 
.59 
.59 

.61 
.62 
.60 
.61 
.61 

.40 
.47 
.47 
.43 
.42 

.25 

1903 

.27 

1904 

.21 

.26 

1906 

.28 

a  Railroads  from  "  Changes  in  the  Rates  of  Charges  for  Railway  and  other  Transportation  Serv- 
ices," U.  S.  Dept.  Agriculture,  1898,  pp.  19,  20.    Statistical  Abstract  of  the  United  States,  1907,  p.  226. 

Canals  from  reports  of  auditor  of  canal  department  and  superintendent  of  public  works,  corrected 
for  gold  premium  from  1865  to  1879.  From  1883  to  1899  canal  rates  are  based  on  rates  on  wheat  from 
Buflalo  to  New  York. 


STATE    AND    PEIVATE    CANALS 


237 


Table  80 — Average  lake  and  canal  rates  on  wheat  arid  corn  since  1890 
[Report  of  the  superintendent  of  pubUc  works  of  New  York  State,  1906] 


WTieat,  per  bushel. 

Com,  per  bushel. 

Year. 

Freight, 
Bunalo 
to  New 
York. 

Tolls. 

Lake 
freight. 

Freight, 
Buffalo 
to  New 
York. 

Tolls. 

Lake 
freight. 

1890 

Cents. 
3.87 
3.53 
3.44 
4.65 
3.13 
2.20 
3.70 
2.84 
2.87 
2.92 
2.51 
3.46 
3.73 
4.03 
3.14 
3.87 
4.24 
5.00 

Cents. 
Free. 
Free. 
Free. 

Cents. 
1.98 

Cents. 
3.39 
3.20 
3.55 
4.28 
2.88 
1.90 
3.50 
2.38 
2.36 
2.50 
2.22 
3.11 
3.46 
3.G5 
2.67 
3.34 
3.86 

Cents. 
Free, 
Free. 
Free. 

Cents. 
1.69 

1891 .             ... 

1892 

2.21 
1.66 
1.24 
1.80 
1.60 
1.25 
1.69 
2.50 
1.82 
1.76 
1.50 
1.40 
1.50 
1.64 
1.67 

1.95 

1893. 

1.45 

1894 

1.15 

1895 

1.70 

1896. 

1.30 

1897 

1.42 

1898 

1.56 

1899. 

2.40 

1900.     .   . 

1.65 

1901 

1.64 

1902 

1.36 

1903.  . 

1.31 

1904 

1.34 

1905 

1.50 

1906. 

1.54 

1907 

Table  81 — Average  freight  rates  on  corn  from  Chicago  to  New  Yorli,  1869-1906 

[Compiled  from  Bulletin  15  of  Division  of  Statistics,  United  States  Department  of  Agriculture; 
Annual  Statistical  Report  of  New  York  Produce  Exchange,  1905,  and  Aimual  Report  of  Chicago 
Board  of  Trade,  1904] 

[In  cents  per  bushel] 


Year. 

As  reported  by 

the  Chicago  Board 

of  Trade. 

From 

New 

York 

Produce 

Ex- 
change. 

Year. 

As  reported  by 

the  Chicago  Board 

of  Trade. 

From 

New 

York 

Produce 

Ex- 
change. 

ViaaU 
rail. 

Via  lake 
and  rail. 

Via  lake, 

canal, 

and 

river.a 

ViaaU 
rail. 

Via  lake 
and  rail. 

Via  lake, 

canal, 

and 

river.o 

1869              

24.96 
24  37 
26.57 
29.00 
25.42 
22.03 
19.50 
14.12 
18.03 
16.39 
14.56 
17.48 
13.40 
13.50 
15.12 
12.32 
12.32 
14.00 
14.70 

17.71 
19.32 
21.24 
23.67 
20.19 
12.48 
11.34 

9.68 
13.42 
10.45 
12.20 
14.43 

9.42 
10.28 
11.00 

8.50 

8.01 
n.20 
11.20 

14.98 
13.78 
16.53 
19.62 
15.39 
11.29 
8.93 
7.93 
9.41 
8.27 
10.43 
11.14 
7.26 
7.23 
7.66 
5.64 
5.38 
7.98 
7.88 

1888                    .     .. 

13.54 
12.60 
11.36 
14.00 
12.96 
13.65 
12.32 
10.29 
10.50 
11.43 
9.80 
10.08 
9.19 
9.21 
9.94 
10.54 
10.38 
9.40 
9.52 

10.26 
8.19 
7.32 
7.53 
7.21 
7.97 
6.50 
6.40 
6.15 
6.92 
4.41 
5.83 
6.44 
5.16 
5.51 
5.78 
4.82 
5.19 
5.72 

5.41 

1870 

1889 

6.19 

1871 

1890 

5.10 

1872                     

1891                   

5.36 

1873 

1892 

5.03 

1874 

1893 

5.71 

1875 

1894            .           .     . 

3.99 

1876 

1895 

3.71 

1877 

1896 

4.94 

1878 

1897 

3.79 

1879 

1898 

3.83 

1880. 

1899 

4.99 

1881 

1900 

4.02 

1882 

1901 

4.64 

1883.. 

1902 

4.86 

1884 

1903 

4.96 

1885 

1904 

4.08 

1886 

1905 

5.11 

1887 

1906. 

o  Exclusive  of  handling  charges  at  Buffalo. 


238 


KEPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 


1 

TrT 

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STATE    ANI>    J'KIVATK    CANALS 


^39 


Table  82 — Average  freight  rates  on  ujheatfrom  Chicago  to  New  York,  1869-1907 

[Compiled  from  Bulletin  15  of  Division  of  Statistics,  United  States  Department  of  Agriculture; 
Anmial  Statistical  Report  of  New  York  Produce  Exchange;  and  Annual  Report  of  Chicago 
Board  of  Trade.] 

[In  cents  per  bushel] 


As   reported   by   the   New- 
York  Produce  Exchange. 

As  reported  by  the 

Chicago  Board 

of  Trade. 

4       Yejir. 

Via  all 

rail. 

Via  lake 
and  rail. 

Via  lakes, 
canal, 
.  and 
river  .<t 

Via  all 
rail. 

Via  lake 
and  rail. 

1869 

26.39 
28.98 
27.75 
29.80 
29.17 
25.81 
20.97 

18.80 
19.15 
22.38 
24.91 
23.64 
15.20 
12.71 

17.20 
14.93 
17.99 
21.55 
16.89 
12.75 
9.90 
8.63 
10.76 
9.10 
11.60 
12.27 
8.19 
7.89 
8.37 
6.31 
5.87 
8.71 
8.51 
5.93 
6.89 
5.85 
5.96 
5.61 
6. 31 
4.44 
4.11 
5. 38 
4.35 
4.42 
5.65 
4.42 
5.14 
5.25 
5.44 
4.71 
5.51 
5.94 
6:64 

26.74 
26.11 
28.47 
31.13 
27.26 
23.61 
20.89 
15.12 
19.56 
17.56 
17.74 
19.80 
14.40 
14.47 
16.20 
13. 20 
13.20 
15.00 
15.75 
14.50 
15.00 
14.30 
15.00 
13.80 
14.63 
13. 20 
11.89 
12.00 
12.50 
12.00 
11.60 
9.96 
9.88 
10.62 
11.29 
11.12 
9.90 
10.20 
10.90 

18.95 

1870 

19. 58 

1871 

22.76 

1872 

26. 25 

1873 

21.63 

1874 

15.37 

1875 

12.09 

1876 ... 

14.80  1        10.58 
19.37           15.08 
17.56           11.31 
17.30           13.30 
19.90           15.70 
14. 40           10. 40 
14. 60           10. 90 

10.19 

1877 

14.75 

1878 

11.99 

1879 

13.13 

1880 

15.80 

1881 .     .     . 

10.49 

1882 

10.91 

1883 

16.50 

13.12 

14.00 

16.50 

6  15.74 

6  14.50 

15.00 

14.31 

15.00 

14.23 

14.70 

12.88 

12.17 

12.00 

12.32 

11.55 

11.13 

d9.98 

rf9.92 

dlO.60 

rfll.33 

dll.ll 

dl0.20 

rflO.50 

rfll.30 

11.50 
9.95 
9.02 
12.00 
12.00 
11.00 
6  8.70 
8.50 
8.53 
7.55 
8.44 
7.00 
6.95 
7.32 
7.37 
C9.50 
6.63 
5.05 
5.57 
5.78 
6.17 
5.02 
6.44 
6.48 
6.93 

11.03 

1884 .   ... 

10.00 

1885 

9.02 

1886 

12.00 

1887 

12.00 

1888 

11.14 

1889 

8.97 

1890 

8.52 

1891 

8.57 

1892 

7.59 

1893 

8.48 

1894 

7.00 

1895 

6. 96 

1896 

6.61 

1897 

7.42 

1898 

4.91 

1899 

6.63 

1900 

5  10 

1901 

5.54 

1902 

5.89 

1903 

6.37 

1904 

5.50 

1905 , 

1906 

6.40 
6.3S 

1907 

7.09 

a  Including  canal  tolls  until  1882,  but  not  Buffalo  transfer  charges. 

6  Averages  based  upon  ofTicially  published  tariffs;  actual  rate  lower. 

c  Averages  based  upon  ollieially  published  tariffs;  actual  rate  lower.  The  lake  and  rail  rate  for  1898 
actually  averaged  about  4.96  cents. 

d  For  domestic  consumption.  Local  rate  for  export  only  9.08  In  1900,  9.02  in  1901,  8.75  in  1902;  when 
consigned  or  delivered  to  steamer,  8.89  in  1903,  8.47  in  1904,  7.99  in  1905,  8.10  in  1906,  and  9.70  in  1907. 

CANALS  IN  OHIO 

The  State  canal  system  of  Ohio  comprises: 

1.  The  Mami  and  Erie  Canal,  connecting  Toledo,  on  Lake  Erie, 
with  Cincinnati,  on  the  Oliio  River,  a  distance  of  244  miles.  The 
Sidney  navigable  feeder  extends  from  Lockington  to  Fort  Jefferson, 
a  distance  of  14  miles;  and  the  St.  Marys  feeder  and  reservoir  extend 
from  St.  Marys,  on  the  main  canal,  to  Celina,  a  distance  of  11  miles, 
making  a  total  navigable  waterway  of  269  miles.  The  grand  reservoir 
in  Mercer  County,  the  Lewiston  reservoir  in  Logan  County,  and  the 
Loramie  reservoir  in  Shelby  County,  comprising  a  total  of  21,674 
acres,  feed  the  canal.  The  Miami  and  Erie  has  one  summit,  the 
Loramie,  with  a  total  lockage  of  1,141  feet." 

"Annual  Report,  Ohio  Board  of  Publir  "Works,  1905,  p.  152. 


240  REPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 

2.  The  Ohio  and  Erie  Canal  (generally  called  the  "Ohio  Canal"),  con- 
necting Cleveland,  on  Lake  Erie,  with  Portsmouth,  on  the  Oliio  River, 
a  distance  of  309  niiles.  The  Columbus  navigable  feeder  extends  from 
Columbus  to  Lockbourne  on  the  main  canal,  a  distance  of  11  miles; 
and  the  Walhonding  Canal  extends  6  miles  westwardly  to  Roscoe. 
Tliis  gives  326  miles  of  navigable  waterway.  Besides  this  are  the 
unnavigable  feeders,  the  Summit  County  reservoirs  and  the  Licking 
reservoir  in  Licking,  Fairfield,  and  Perry  counties.  The.canal  has  two 
summits — one  in  Summit  County  and  the  other  at  the  Licking  reser- 
voir.    It  has  a  total  lockage  of  1,218  feet. 

The  following  State  canals  and  parts  of  State  canals  have  been 
abandoned :  Three-fourths  of  a  mile  at  the  outlet  of  the  Miami  and 
Erie  Canal,  given  to  the  city  of  Cincinnati  in  1863,  ostensibly  for  street 
and  sewerage  purposes,  but  now  occupied  by  the  Pittsburg,  Cincinnati, 
Chicago  and  St.  Louis  Railway  for  terminal  and  depot  purposes; 
several  miles  of  the  Miami  and  Erie,  given  to  the  city  of  Toledo  in  1864 
for  street  and  sewerage  purposes;  3  miles  of  the  Ohio  and  Erie 
Terminal  at  Cleveland,  given  to  the  city  in  1872  for  city  purposes;  the 
entire  Hocking  Canal,  extending  from  Athens,  in  Athens  County, 
tlu-ough  Hocking  County  to  the  Oliio  and  Erie  Canal  at  Carroll,  in 
Fairfield  County,  b;^  acts  of  1873, 1876,  and  1894 ;  the  Granville  feeder 
of  the  Ohio  and  Erie  Canal  in  1876;  the  Wabash  and  Erie  Canal  and 
the  Six  Mile  Reservoir  in  1888  and  1891,  and  19  miles  of  the 
Walhonding  Canal  above  Roscoe  in  1896.*^ 

There  is  one  important  slackwater  improvement  in  Ohio,  the 
Muskmgum  River  improvement,  which  was  ceded  to  the  United  States 
Government  by  joint  resolution  of  theOhio  legislature  on  May  14, 1886. 
This  improvement  extends  from  Dresden,  on  the  Muskingum  River,  to 
Marietta,  on  the  Ohio  River,  a  distance  of  91  miles.  The  75  miles  of 
this  river  between  Zanesville  and  Marietta  have  been  improved  by  the 
United  States,  so  that  it  stands  among  the  best  canalized  rivers  of 
this  country.  The  locks  are  10  in  number  and  are  175  feet  in  length 
by  36  feet  in  width,  with  a  minimum  depth  of  6  feet,  which  admits 
of  the  passage  of  the  larger  Ohio  River  boats.  When  the  Government 
extends  the  improvement  of  the  Muskingum  to  Coshocton  the  State 
will  have  to  improve  only  135  miles  of  canal  to  secure  a  waterway 
from  the  Ohio  River  to  Lake  Erie.^ 

For  ad minini strati ve  purposes  the  State  canals  of  Ohio  are  divided 
into  three  grand  divisions: 

1.  Grand  division  No.  1,  embracing  that  portion  of  the  Oliio  Canal 
extending  from  Cleveland  to  Muskingum  slackwater  at  Dresden, 
incluchng  the  6-mile  remnant  of  the  Walhonding  Canal. 

2.  Grand  chvision  No.  2,  embracing  that  portion  of  the  Ohio  Canal 
extending  from  Dresden  Junction  to  Portsmouth,  including  the 
Columbus  feeder,  a  distance  of  169  miles;  also  the  State's  reserved 
rights  in  the  Hocking  Canal. 

3.  Grand  division  No.  3,  all  of  the  IMianii  and  Erie  Canal  extending 
from  Cincinnati  to  Toledo,  including  feeders  and  reservoirs.'' 

The  Miami  and  Erie  Canal  from  Dayton  to  Cincinnati  passes 
through  a  beautiful  and  fruitful  valley.  Along  its  banks  is  an  almost 
unbroken  chain  of  factories  and  mills. 

o History  of  Ohio  Canals,  pp.  48  and  49. 

b  Annual  Report,  Board  of  Public  Works,  1905,  p.  185. 

c  Annual  Report,  Board  of  Public  Works,  1905,  p.  13. 


STATE   AND   PRIVATE    CANALS  .  241 

The  northern  division  of  the  Ohio  Canal  from  Cleveland  to  Dresden 
is  in  fairly  good  condition,  boats  of  80  tons  being  engaged  in  carrying 
coal  from  the  Trenton  field  100  miles  into  Cleveland,  where  boats  of 
60  tons  ply  as  far  south  as  Newcomerstown.'*  The  physical  condition 
of  the  southern  division  is  bad. 

The  Board  of  Public  Works  has  charge  of  the  canals  and  turn- 
pikes, but  as  there  are  few  of  the  latter,  the  canals  are  referred  to  as 
"public  works  of  Oliio."  This  board  has  had  charge  of  the  canals 
from  1836  to  the  present  time,  mth  the  exception  of  one  year  (1838). 
The  canal  commissioners  have  been  reclaiming  State  lands  along  the 
canals,  but  have  performed  no  duties  in  connection  with  their  direct 
management.  Their  office  became  merged  with  the  board  of  public 
works  April  26,  1906. 

History. — The  earHest  legislation  in  Ohio  relating  to  improvement 
by  the  State  of  the  faciUties  of  water  transportation  was  in  1807, 
when  measures  were  considered  for  the  improvement  of  the  Cuya- 
hoga and  Muskingum  Rivers  and  the  Rapids  of  the  Ohio  River.  In 
1812  the  General  Assembly  resolved  that  it  favored  a  canal  from  the 
Hudson  River  to  the  Great  Lakes  and  that  the  expense  of  this  canal 
should  be  borne  by  the  United  States.  In  1813  certain  persons  were 
given  permission  to  repair  the  locks,  dams,  etc.,  on  the  Hocking  River, 
and  in  1814  the  Zanesville  Canal  Company  was  created  to  cut  a  canal 
around  the  falls  of  the  Musldngum  River  and  to  improve  the  river. 
In  1816  certain  persons  were  incorporated  in  the  name  of  the  Miami 
Navigation  Board  to  improve  the  Miami  River;  and  subsequently 
other  corporations  were  authorized  to  improve  the  Muskingum  and 
the  Little  Miami,  and  one  was  created  to  construct  a  pier  and  harbor 
on  the  border  of  Lake  Erie,  adjacent  to  the  mouth  of  the  Grand  River. 

In  1816  Ethan  A.  Brown,  of  Cincinnati,  who  afterwards  became 
knowTi  as  the  "Father  of  Ohio  canals,"  corresponded  with  De  Witt 
Clinton,  of  Erie  Canal  fame,  on  the  subject  of  canals.  BroAvn  was 
elected  governor  of  Ohio  in  1818,  and  in  his  inaugural  address  de- 
clared that  "to  increase  industry  and  develop  our  resources,  inter- 
nal communications  •  must  be  improved  to  provide  for  the  surplus 
products  of  our  State  a  cheaper  way  to  market."  ^ 

After  several  years  of  discussion,  messages  by  the  governor,  and 
resolutions  of  the  legislature,  an  act  was  parsed  in  1822  providing  for 
the  appointment  of  commissioners  to  cause  surveys  and  estimates  to 
be  made.  This  commission  employed  James  Geddes,  who  had  been 
employed  on  the  New  York  canal,  who  made  examinations  and  sur- 
veys of  the  following  five  routes:  1,  Mahoning  and  Grand  River  route; 
2,  Cuyahoga  and  Muskingum;  3,  Black  and  Muskingum;  4,  Scioto 
and  Sandusky;  5,  Maumee  and  Great  Miami. 

The  legislature  on  February  4,  1825,  passed  its  notable  law  which 
marks  the  beginning  of  the  construction  period  of  Ohio  canals. 
This  act  was  entitled  "An  act  to  provide  for  the  internal  improve- 
ment of  the  State  of  Ohio  by  navigable  canals."  It  reorganized  the 
canal  commission,  making  it  a  board  of  7  commissioners,  3  of  whom 
were  to  be  acting  commissioners.  The  commissioners  of  the  canal 
fund  consisted  of  3  members.  This  act  also  authorized  the  canal 
commission  to  begin  and  to  prosecute  2  canals,  the  ]\Iiami  Canal, 
following  the  valley  of  the  Great  Miami  River  from  Dayton  to  Cin- 

o  Annual  Report,  Board  of  Public  Works,  1905,  p.  153. 
&  Senate  Journal,  Ohio,  1818,  p.  84. 


242  REPORT    OF    THE    TNLA2SID    WATERWAYS    COMMISSION 

cinnati,  and  the  Ohio  and  Erie  Canal,  following  the  old  Scioto  and 
Muskingum  route  from  Cleveland  to  Portsmouth.  This  choice  of 
routes  was  due  to  the  desire  to  secure  the  greatest  development  of 
the  State." 

Construction  was  begun  July  4,  1825,  at  Licking  Summit,  Licking 
County,  and  was  the  occasion  of  great  rejoicing.  A  loan  of  $400,000 
had  been  placed  by  the  commissioners  and  donations  had  been 
received  from  citizens. 

On  July  4,  1827,  the  first  boat  arrived  at  Cleveland  over  the  Ohio 
Canal,  having  descended  through  41  locks,  passed  over  3  aqueducts 
and  through  37  miles  of  canal.  Navigation  began  on  the  Miami 
Canal  a  little  later,  3  boats  leaving  the  basin,  6  miles  north  of  Cincin- 
nati, on  November  28,  1827,  and  proceeding  to  Middletown.^ 

In  1825  the  Ohio  legislature  memorialized  Congress,  asking  for  a 
donation  of  land  for  canal  purposes.  Congress  responded  by  act  of 
March  2,  1827,  granting  to  the  State  of  Indiana,  to  aid  in  the  opening 
of  a  canal  to  connect  navigable  points  on  the  Wabash  River  with 
Lake  Erie,  so  far  as  same  was  in  the  State  of  Ohio,  a  quantity  of  land 
equal  to  one  half  of  five  sections  on  each  side  of  the  canal.  This  was 
granted  by  Indiana  to  the  State  of  Ohio  by  joint  resolution  of  the  legis- 
lature of  the  State  of  Indiana,  approved  February  1,  1834;  the  num- 
ber of  acres  was  292,223.51.  A  second  grant  of  Congress  was  by  act 
of  May  24,  1828.  Its  object  was  to  aid  in  extending  the  Miami  Canal 
from  Dayton  to  the  Maumee  River.  Its  extent  was  a  quantity  of  land 
equal  to  one-half  of  five  sections  on  each  side  of  the  canal.  The 
grantee  was  the  State  of  Ohio  and  the  acreage  amounted  to  438,301 .32. 
A  third  grant  by  Congress  was  dated  May  24,  1828, ' '  To  aid  in  the  con- 
struction of  canals  in  Ohio."  The  extent  was  500,000  acres  to  be 
selected  from  land  subject  to  private  entry.  The  actual  grant 
amounted  to  439,999.12  acres;  thus  the  total  acreage  granted  to  the 
State  by  the  Government  amounted  to  1,230,521.95  acres.  On  the 
22d  of  December,  1828,  the  legislature  of  Ohio  passed  an  act  accepting 
the  above  grants  and  provisions.  From  the  sale  of  these  lands  the 
State  resized  the  sum  of  $2,257,487.32,  and  a  small  portion  valued 
at  about  $100,000  still  remains  unsold.  In  addition  to  these  grants 
the  State  received  from  individuals  and  corporations  along  the  dift'er- 
ent  canals  donations  of  lands  and  rights  of  way  and  money.'^ 

The  canals  were  constructed,  and  the  traffic  built  up  the  population 
of  towns  and  counties  through  which  the  canals  passed.  The  Ohio 
and  Erie  Canal  was  completed  in  1833,  and  the  Miami  and  Erie 
Canal  in  1845. 

Between  1825  and  1835  five  short  lateral  canals  were  constructed 
l)y  private  corporations,  which  at  that  time  were  created  only  by 
special  act  and  were  not  compelled  to  make  reports  to  the  State; 
hence  the  impossibility  of  securing  information  regarding  these 
private  canals.  Some  of  them  were  aided  by  the  State  to  the  extent 
of  $450,000.  These  canals  were  soon  abandoned  and  some  were 
never  operated,  either  on  account  of  lack  of  sufficient  water  or  lack  of 
business,  and  the  last  of  them  ceased  to  operate  in  1872. 

"History  of  Ohio  Canals,  pp.  18-21. 

fc  History  of  Ohio  Canals,  p.  30. 

cAnnual  Report  Board  of  Public  Works  of  Ohio,  1905,  p.  151 . 


STATE    AND    PRIVATE    CANALS  248 

As  a  result  of  railroad  building  in  the  fifties  the  canal  traffic  declined 
in  spite  of  the  continual  lowering  of  tolls  on  the  canals.  Beginning  in 
1856,  and  continuing  until  the  outbreak  of  the  civil  war,  the  canals 
were  operated  at  an  annual  loss.*^ 

The  w^ar  caused  a  still  further  declme  in  canal  traffic,  and  in  1861, 
by  act  of  the  legislature,  passed  Ma}^  9th,  the  State  leased  her  public 
works  (canals)  to  private  parties  for  an  annual  rental  of  $20,075. 
This  lease  was  forfeited  on  December  21,  1877,  and  the  supreme  court 
of  Montgomery  county  appointed  a  receiver  until  May,  1878,  at  -svhich 
time  the  State,  board  again  took  possession  of  the  public  works  of 
Ohio.  The  amount  received  as  rental  from  the  lessees  durmg  the  16^ 
years  was  $331,237.50,  and  during  the  six  months  subsequent  to  the 
"forfeiture  $69,765.59,  making  a  total  amount  received  by  the  State  of 
$401,003.09.  The  expenditures  by  the  board  of  public  works  for 
"superintendence"  and  "repairs"  ceased  with  the  transfer  of  the 
canals  to  lessees.  All  expenditures  made  during  that  time  were  for 
the  settlement  of  prior  claims  and  awards  of  damages  and  expenses 
incurred  in  the  appraisement  of  personal  property  sold  to  the  lessees 
and  the  payment  of  outstanding  indebtedness,  provided  for  by  the 
act  making  appropriations  for  the  maintenance  of  public  works, 
passed  May  13,  1861.  On  the  forfeiture  of  the  lease  the  State  too':  up 
the  canals,  but,  owing  to  the  bad  condition  in  which  they  were  returned 
and  the  lack  of  adequate  appropriations  to  put  and  keep  them  in  good 
condition,  they  have  since  been  maintained  at  an  annual  loss.  The 
only  portion  of  the  canals  that  has  made  any  regular  net  returns  in 
recent  years  has  been  that  part  of  the  Miami  and  Erie  extending  from 
Dayton  to  Cincinnati. 

On  March  26,  1901,  the  board  of  public  works  entered  into  a  con- 
tract with  Thomas  N.  Fordyce  and  others  known  as  the  Miami  and 
Erie  Canal  Transportation  Company  by  which  the  company  was  to 
operate  a  canal  boat  traction  plant  on  the  canal.  This  was  popularly 
known  as  the  "Electric  Mule  Company,"  and  began  propelling  canal 
boats,  but  soon  went  into  the  hands  of  a  receiver.^ 

The  grant  of  the  franchise  to  the  Miami  and  Erie  Canal  Transpor- 
tation Co.  brought  forth  much  protest  from  the  friends  of  canal 
transportation.  The  company  laid  a  standard-gauge  track  along  the 
berme  bank  of  the  canal,  ostensibly  for  the  purpose  of  running  motor 
cars  to  tow  the  canal  boats.  This  track  was  of  heavy  material,  con- 
siderably more  than  enough  to  meet  any  possible  requirements  for 
towing  canal  boats,  and  the  copper  wire  strung  by  them  was  much 
larger  than  any  other  used  in  the  State  of  Ohio  for  any  railroad  pur- 
pose. Most  of  the  track  and  wire  was  put  in  between  Dayton  and 
Cincinnati,  and  all  the  canal  boats  that  were  on  the  canal  (some  30 
or  40)  were  bought  by  the  Miami  and  Erie  Canal  Transportation  Co. 
Before  the  project  got  down  to  a  working  basis,  however,  foreclosure 

Eroceedings  were  brought  by  trustees  for  the  bondholders  on  whose 
oldings  no  payment  of  interest  had  been  made  for  some  time  prior 
to  the  proceedings.  These  proceedings  were  begun  in  the  superior 
court  of  Hamilton  County,  but  on  its  appearing  that  the  jurisdiction 
of  that  court  did  not  extend  outside  that  county,  the  action  was 
transferred  to  the  common  pleas  court,  the  jurisdiction  of  which  ran 
throughout  the  State.     Two  receivers  were  appointed  by  the  court, 

a  History  of  Ohio  Canals,  p.  43. 

&  History  of  Ohio  Canals,  pp.  49  ami  50. 


244  REPORT   OF    THE   INLAND    WATERWAYS    COMMISSION 

Mr.  C.  C.  Richardson  of  Lockland,  Ohio,  and  an  official  of  the  Cleve- 
land Traction  Company.  Both  of  these  receivers  had  been  interested 
in  the  original  organization  of  the  company.  The  present  receivers 
(June,  1907)  are  Mr.  Richardson  and  Mr.  W.  C.  Shepherd,  a  lawyer 
of  Hamilton,  Ohio.  The  receivers  were  directed  to  sell  the  property 
of  the  company,  which  they  have  been  doing,  selling  the  wire,  machin- 
ery of  the  substations,  etc.,  and  some  of  the  track  itself,  most  of 
wtich  has  been  removed.  At  last  accounts  they  still  retained  some 
of  the  property,  the  motors,  the  canal  boats,  etc.,  which  they  were 
trying  to  sell. 

'a  suit  has  been  filed  by  the  State  of  Ohio,  at  Columbus,  to  deter- 
mine whether  the  franchise  has  been  forfeited.  This  suit  is  still 
pending. 

Another  suit  in  the  United  States  court  for  the  southern  district  of 
Ohio  by  the  bondholders  against  the  original  stockholders  and  the 
promoters  is  pending,  but  to  this  latter  suit  the  company  itself  is 
not  a  party.  The  plaintiffs  in  this  case  claim  bad  faith  in  the  defend- 
ants. 

It  is  estimated  that  the  canal  property  remaining,  even  after  all  the 
encroachments  and  abandonments,  is  worth  $15,000,000.  For  a  long 
time  there  has  been  a  sentiment  against  the  abandonment  of  the 
canals.  While  they  are  not  in  a  condition  to  dictate  freight  rates, 
yet  they  would  become  competitors  with  railroads  running  north  and 
south  if  they  were  put  on  a  practical  basis.  They  were  originally 
intended  for  boats  of  80  tons  burden,  but  the  structures,  locks,  etc., 
are  such  that  the  canal  could  be  improved  to  a  depth  of  five  feet  by 
building  new  structures,  which  would  involve  a  cost  of  not  more 
than$l,500,000.« 

The  canal  debt  was  wiped  out  in  1903. 

There  has  been  a  general  awakening  among  the  people  of  Ohio  in 
recent  years  as  to  the  importance  of  preserving  the  canals  of  the 
State,  and,  as  a  result,  a  more  thorough  understanding  of  the  true 
value  of  the  property.  The  seventy-second  General  Asembly  author- 
ized the  appointment  of  a  legislative  commission  to  investigate  the 
canal  system  of  Ohio,  and  another  commission  was  appointed  in 
1902  by  the  seventy-fifth  General  Assembly.  The  latter  commission 
earnestly  advised  the  retention  and  improvement  of  the  canals,  and 
in  view  of  the  great  possibilities  and  the  direct  and  indirect  advan- 
tages of  the  canals  they  did  not  consider  that  an  expenditure  of  a  sum 
not  to  exceed  $1,500,000  would  be  excessive. 

Through  the  solicitations  of  large  business  interests  and  memorials 
of  corporate  bodies  the  Government  has  taken  up  the  subject  of  im- 
proving the  Ohio  canals.  The  Fifty-third  Congress  passed  an  act 
which  resulted  in  the  appointment  of  the  Poe  Commission  by  the 
Secretary  of  War  under  the  provisions  of  the  river  and  harbor  act  of 
August  17,  1894.  This  commission  considered  the  feasibiUty  of  con- 
structing a  continuous  canal  to  connect  the  waters  of  Lake  Erie  with 
the  Ohio  River,  and  reported,  after  a  careful  consideration  of  the 
subject,  that  it  would  not  be  advisable  for  the  Government  to 
build  such  a  waterway,  unless  it  were  of  sufficient  dimensions  to 
meet  the  present  demands  of  interstate  commerce.  The  commission 
reported  in  favor  of  the  construction  of  a  canal  of  10  feet  draft  and 
declared  the  project  to    be  one  of  undoubted  practicability  at  a  cost 

«  History  of  Ohio  Canals,  p.  138. 


STATE    AND    PRIVATE    CANALS 


245 


not  prohibitory,  and  added:  "If  carried  out  the  canals,  so  built,  will 
form  an  important  part  of  an  inland  system  of  navigation,  which, 
%vith  Lake  Erie  as  a  commercial  base  of  operation,  win  embrace  the 
Great  Lakes,  St.  La^v^ence,  Mssissippi,  and  Ohio  Rivers,  and  Atlantic 
seaboard  in  its  mercantile  and  national  benefits. ' '  The  commission 
was  confined  by  the  act  of  Congress  to  the  consideration  of  the 
questions  involved  as  affecting  the  general  government. 

The  Ohio  board  of  public  works,  in  its  report  of  1897,  page  32, 
says:  "The  real  problem  affecting  the  canals  as  a  future  public 
auxiliar}^  in  the  carriage  of  commerce,  whether  of  national,  interstate, 
or  local  significance,  is  that  larger  dimensions  and  capacities  are  de- 
manded than  are  now  offered  to  enable  them  to  meet,  if  not  to  control, 
traffic  competition." 

Finances  and  traffic. — The  following  is  the  financial  statement 
regarding  the  Ohid  canals  from  1827  to  1905,  inclusive: 

From  1827  to  1905,  inclusive: 

Gross  receipts $16,  773,  524. 63 

Total  expenditures 12, 428,  318. 86 

Net  earnings 4,  345, 205. 79 

This  statement  does  not  take  into  consideration  the  first  cost  of 
building,  which  was  $15,967,652.69,  fully  offset,  in  the  opinion  of  the 
board  of  public  works,  by  present  value  of  the  property.  JPrior  to  1882 
salaries  of  the  members  of  the  board,  engineers,  secretary,  and 
other  general  office  expenses  were  paid  from  the  canal  fund  and 
charged  in  the  expenditures  as  given.  But  since  1882  these  amounts, 
aggregating  about  S200,000,  have  been  appropriated  from  the  gen- 
eral revenue  fund  and  charged  accordingly.  In  addition,  certain 
other  sums  for  land,  damages,  etc.,  were  appropriated  directly  to  the 
claimants  and  never  passed  through  the  hands  of  the  board.  Aside 
from  these  sums,  appropriations  amounting  to  about  $426,000  were 
made  by  the  General  Assembly  directly  to  the  lessees  during  the  time 
when  the  canals  w^ere  operated  by  them.'^ 

The  following  table  shows  receipts  and  expenditures  on  the  Miami 
and  Erie  and  the  Ohio  and  Erie  canals  from  1890  through  1905: 


Table  83 — Receipts  and  expenditures  on  Ohio  State  canals,  1890-1905 

[Taken  from  History  of  Ohio  Canals,  pp.  169-171,  up  to  1903,  and  for  1904  and  1905  from  Annual  Reports 
of  Board  of  Public  Works,  1904, 1905.  There  is  a  discrepancy  between  the  reports  of  1904  and  1905  of 
the  board  of  public  works.] 


Miami  and  Erie. 


Ohio  and  Erie. 


Receipts. 


Expendi- 
tures. 


Receipts. 


Expendi- 
tures. 


1890 '  $73, 788. 02 

1891 63,876. 47 

1892 86, 722. 96 

1893 66, 211. 86 

1894 74, 716. 75 

1895 80,324. 41 

1896 97,327. 12 

1897 80, 293. 14 

1898 57,433.64 

1899 69, 151. 41 

1900 '  61, 896.  70 

1901 '  67,180.60 

1902 1  63,148.23 

1903 1  71,229.40 

1904 60,985. 71 

1905,. I  64, 138. 49 


S79, 137. 41 
78,685.68 
97,434.09 
63,092.29 

118,627.21 
80, 583. 84 

100,218.95 
83,642.02 
94,417.65 
81,791.94 
74,773.49 

137,715.47 

105,625.45 

153,750.95 
95,631.75 

125,917.28 


$29,489.20 
42,756.24 
24,990.37 
29,023.90 
22, 716. 35 
24,544.25 
25,591.24 
26, 132. 17 
22,380.54 
21,657.71 
24,883.25 
20, 223.  42 
24, 314. 96 
35, 776. 56 
26,883.87 
59,413.55 


$80,512.64 
89, 773. 15 
85,027.86 
83, 333. 61 

105, 490. 39 
67,072.80 
77,912.51 
64, 685.  36 
85, 532. 60 
90, 139.  76 
95,974.07 
78, 526.  43 
70, 315. 96 
70, 364. 15 
75,975.79 
66,944.91 


a  Annual  report.  Board  of  Public  Works,  1905,  p.  187. 


246  KEPOET  OF  THE  i:xla]s:d  watebways  commission 

The  northern  branch  of  the  Ohio  and  Erie  Canal  passes  through 
an  almost  unlimited  coal  field  for  60  or  70  miles.  The  city  of  Cleve- 
land is  rapidly  extending  up  the  Cuyahoga  River,  with  which  this 
canal  connects  During  the  year  ending  November  15,  1905, 
4,973,950  pounds  of  coal  arrived  at  Cleveland  and  4,875,720  pounds 
were  cleared.  The  clearance  of  coal  at  Canal  Dover  amounted  to 
27,904,000  pomids.  During  the  same  period  on  the  Mami  and  Ohio 
Canal,  at  Cincinnati,  64,090,000  pounds  of  sand,  8,442,000  pounds 
of  ice,  and  2,286,999  pounds  of  paper  arrived,  and  3,475,275  pounds 
of  rags  and  paper  stock  were  cleared.  At  Lockland  were  cleared 
3,498,000  pounds  of  ice  and  3,219,207  pounds  of  paper,  while  2,695,867 
pounds  of  rags  and  paper  stock  arrived.  Other  traffic  on  these  canals 
consists  of  iron,  farm  produce,  lime  and  cement,  lumber  and  other 
merchandise.'^ 

The  State  of  Ohio  has  appropriated  some  $250,000  for  the  improve- 
ment of  the  locks  and  dams  in  the  Miami  and  Erie  Canal  between 
Dayton  and  Cincinnati,  and  for  the  deepening  of  this  portion  of  the 
canal  to  a  depth  of  5  feet.  The  canal  is  considerably  run  down.  Mr. 
Richardson,  the  receiver  (who  is  also  auditor  of  Hamilton  County), 
stated  that  in  places  it  was  almost  possible  for  a  person  to  step  across 
the  canal,  ^ork  under  the  appropriation  is  going  forward  between 
Lockland  and  Dayton.  The  only  portion  near  Cincinnati  in  wliich 
there  is  any  traffic  is  between  Cincinnati  and  Lockland,  although 
the  upper  part  between  Defiance  and  Toledo  is  said  to  be  in  fair 
condition,  bemg  100  feet  wide  at  places  and  having  a  depth  of  6 
feet.  Between  Cincimiati  and  Lockland,  the  Ohio  Boat  Company, 
composed  chiefly  of  paper  manufacturers  of  Lockland,  operate  7 
boats,  having  in  1907  1  boat  in  idleness  at  Dayton  shut  off  by  the 
work  of  improvement  then  being  done.  The  boats  of  the  Ohio  Boat 
Company  handle  chiefly  paper  from  the  mills  at  Lockland,  which 
they  carry  to  Cincinnati,  and  they  take  rags  back  to  the  mills  together 
with  sucli  freight  as  may  offer.  The  company  pays  the  regular  toll 
charges  to  the  State.  Air.  George  B.  Fox,  president  of  the  Fox  Paper 
Company  at  Lockland,  is  treasurer  of  the  Ohio  Boat  Compaii}'.  The 
boats  of  the  Ohio  Boat  Company  are  propelled  by  gasoline.  The 
Clifton  Springs  Distilling  Company  has  2  canal  boats,  which  they 
operate  between  their  distillery  at  Cumminsville  and  Cincinnati, 
sending  a  boat  to  Cincinnati  everyday  and  a  second  boat  two  or  three 
times  a  week.  Four  boats  bring  sand  into  Cincinnati  from  the  sand 
banks  adjacent  to  the  canal  between  Cincinnati  and  Lockland. 
Both  the  whisky  and  the  sand  boats  are  towed  by  animal  power. 

The  traffic  on  this  end  of  the  canal  is  seen  to  be  unimportant.  The 
Bureau  has  no  definite  information  of  the  movement  between  Dayton 
and  Toledo,  nor  between  Dayton  and  Defiance,  except  that  it  was 
stated  that  the  latter  section  had  no  traffic  movement  of  any  account 
at  all. 

The  whole  situation  on  the  canal  seems  chaotic.  As  Mr.  George  B. 
Fox,  treasurer  of  the  Ohio  Boat  Company,  said,  ''Nobody  seems  to 
know  anything  about  it."  Mr.  Fox  is  probably  as  well  informed  on 
the  subject  of  the  canal,  at  least  as  far  as  the  southern  end  of  it  is 
concerned,  as  anybody. 

«  Annual  Report  of  the  Board  of  Public  Works,  Ohio,  1905,  pp.  43  to  50. 


STATE    AND    PIUVATE    CANALS  247 

CANALS  IN  ILLINOIS 
ILLINOIS    AND    MICHIGAN    CANAL 

This  canal  extends  from  a  point  on  the  Chicago  River  about  5 
miles  from  its  mouth  in  the  city  of  Chicago  to  La  Salle,  a  distance 
of  about  96  miles.  Lockport,  Joliet,  and  Ottawa  are  the  principal 
places  between  its  termini.  At  La  Salle  the  canal  connects  with  the 
Illinois  River  through  what  is  known  as  "Steamboat  Channel,"  a 
cut  about  half  a  mile  in  length.  Through  this  connection  with  the 
Illinois  River  traffic  can  pass  from  Chicago  to  the  Mississippi  River 
at  Grafton  and  thence  to  the  Gulf  of  Mexico  and  the  Atlantic  Ocean. 
There  are  16  locks  on  the  canal.  The  one  at  Bridgeport  is  220  feet 
long  and  20  feet  wide.  The  other  15  are  of  uniform  size,  admitting 
boats  105  feet  long  and  17.5  feet  beam.  The  lift  of  the  locks  ranges 
from  1  foot  to  13  feet.  The  canal  channel  will  admit  boats  drawing 
4  feet  8  inches. 

The  histor}^  of  the  Illinois  and  Michigan  Canal  begms  in  1822, 
when  Congress  authorized  the  State  of  Illinois  to  open  a  canal 
through  the  public  lands  to  connect  the  Illinois  River  with  Lake 
Michigan.  In  182.3  the  State  created  a  commission  to  explore  a 
route  for  the  canal  and  in  1824  this  commission  made  a  report  and 
prepared  a  map  of  the  proposed  route.  This  map  was  made  by 
Justus  Post  and  Rene  Paul,  civil  engineers  employed  by  the  com- 
missioners, and  is  known  as  the  Post  and  Paul  map.  In  1825  the 
general  assembly  incorporated  the  Illinois  and  Michigan  Canal  Com- 
pany with  a  capital  of  $1,000,000,  but  as  this  company  failed  to 
perform  the  work  provided  for  in  the  act  of  incorporation  its  charter 
was  repealed  in  1826.  This  repealing  act  made  it  the  duty  of  the 
governor  to  ascertain  the  best  terms  on  which  loans  could  be  secured 
for  the  purpose  of  constructing  the  canal  and  to  report  to  the  general 
assembly  at  its  next  session.  A  few  days  prior  to  the  passage  of  this 
repealing  act  Congress  was  memorialized  and  requested  to  grant 
lands  to  aid  in  constructing  the  canal,  which  request  was  complied 
with  by  a  grant  of  325,000  acres  in  1827.  The  next  general  assembly, 
on  January  22,  1829,  passed  the  act  providing  for  the  construction  of 
the  canal  and  directed  the  governor  to  appoint  three  commissioners 
charged  with  the  duty  of  making  a  survey  and  beginning  the  con- 
struction. In  December,  1830,  the  commissioners  reported  the  sur- 
veys made  in  considerable  detail  and  outlined  proposed  improvements 
estimated  to  cost  in  round  numbers  $1,700,000.  They  reported  sales 
of  canal  lands  amounting  to  $13,500  and  expenditures  amounting  to 
nearly  $5,500.  During  the  years  1831  and  1832  the  commissioners 
continued  to  make  surveys  and  estimates,  but  their  work  was  seem- 
ingly not  satisfactory  to  the  legislature,  for  on  March  1,  1833,  the 
commission  was  abolished,  and  was  directed  to  turn  over  its  affairs 
to  the  State  treasurer.  Between  1831  and  1835  an  unsuccessful  effort 
was  made  to  secure  the  construction  of  a  railroad  instead  of  a  canal. 

In  February,  1835,  an  act  was  passed  for  the  construction  of  the  Illi- 
nois and  Michigan  Canal,  authorizing  the  governor  to  borrow  $500,000 
to  be  expended  on  the  work.  Under  this  act  the  governor  appointed 
a  board  of  canal  commissioners,  but  the  law  was  defective,  and  this 
commission   accomplished  nothing.     By  acts  of   Congress  in   1827 


248  EEPORT   OP   THE   INLAND    WATERWAYS   COMMISSION 

and  1833  the  time  limit  for  commencing  the  canal  was  extended  to 
1837  and  the  time  for  its  completion  to  1852.  After  the  faDure  of  the 
commission  of  1835  to  begin  work  it  was  evident  that  the  canal  rights 
given  by  Congress  would  be  lost  and  the  lands  granted  would  revert 
to  the  United  States  unless  prompt  measures  were  taken  to  begin  the 
construction  of  the  canal  and  push  it  to  completion.  Under  these 
circumstances  the  governor  called  the  general  assembly  to  meet  in 
extra  session  on  December  7,  1835.  Accordingly,  on  January  9,  1836, 
an  act  was  passed  directing  the  governor  to  appoint  "the  board  of 
commissioners  of  the  Illinois  and  Michigan  Canal "  and  empowering 
him  to  negotiate  a  loan  of  $500,000  to  aid  in  the  construction  of  the 
canal.  Under  the  administration  of  this  new  board  rapid  progress 
was  made,  and  it  may  be  said  that  the  year  1836  marks  the  real  begin- 
ning of  the  building  of  the  canal.  In  their  first  annual  report  for  the 
year  1836  the  board  gives  in  detail  the  plans  of  the  improvements 
contemplated,  the  estimated  cost  of  the  same,  together  with  a  report 
of  the  actual  work  done.  The  dimensions  of  the  canal  were  some- 
what larger  than  had  been  previously  planned.  It  was  to  be  6  feet 
deep,  60  feet  wide  at  the  surface,  and  36  feet  wide  at  the  bottom, 
with  locks  110  feet  by  18  feet. 

At  the  end  of  1837  the  board  reported  52  miles  imder  contract, 
which  at  the  contract  prices  would  cost  $3,244,234.97.  By  the  end 
of  1840  the  board  had  expended  nearly  $4,000,000,  and  at  the  end  of 
the  3^ear  1842  the  work  completed  and  under  contract  had  cost 
$6,751,006.21,  and  it  was  estimated  that  about  $1,250,000  more  would 
be  necessary  to  complete  the  work. 

At  this  time  the  credit  of  the  State  was  prostrated  and  many  people 
were  disheartened  with  the  canal  undertaking.  The  chief  engineer 
of  the  canal  board  in  a  report  undertook  to  show  the  advantages 
that  would  come  to  the  State  through  the  completion  of  the  canal, 
and  pleaded  for  means  to  prosecute  the  work  to  a  finish.  In  Feb- 
ruary, 1843,  the  general  assembly  authorized  the  governor  to  bor- 
row $1,600,000  on  the  pledge  of  the  canal  property  and  tolls. 
This  act  provided  for  a  board  to  be  known  as  the  "board  of  trustees 
of  the  Illinois'  and  Michigan  Canal,"  one  of  which  trustees  to  be 
appointed  by  the  governor  and  the  other  two  to  be  elected  or  appointed 
by  the  subscribers  to  the  canal  loan  or  the  holders  of  certificates  of 
indebtedness.  This  act  provided  that  the  property  and  assets  of  the 
canal  should  vest  in  this  board  of  trustees  and  that  when  the  trust 
created  should  be  executed  the  canal  and  canal  property  should 
revert  to  the  State.  Under  the  trustees,  who  were  first  selected  in 
1845,  the  work  was  pushed  to  completion,  and  on  April  24,  1848,  the 
chief  engineer  reported  the  canal  so  far  completed  as  to  be  navigable, 
and  that  the  first  boat  had  passed  through  the  entire  length  of  the 
canal  from  La  Salle  to  Chicago,  arriving  at  the  latter  city  on  April 
23.  As  a  matter  of  interest  the  engineer  later  reported  that  this 
first  boat  brought  some  sugar  originating  at  New  Orleans  and  that 
this  sugar  reached  Buffalo  on  April  30  via  Mackinac.  °^ 

As  completed  in  1848  the  canal  had  the  dimensions  planned  in  1836, 
but  the  summit  level  was  9  feet  higher  than  then  planned,  reducing  the 

« Documentary  History  of  the  Illinois  and  Michigan  Canal  from  1822  to  1848,  Ib 
Report  of  the  Canal  Commissioners  of  Illinois,  1900. 


STATE   AND    PRIVATE    CANALS 


249 


cost,  but  making  necessary  pumping  works  at  Bridgeport.  In  1865 
the  city  of  Chicago  was  authorized  to  make  the  "deep  cut,"  lowering 
the  summit  level  8  feet,  and  this  work  was  completed  in  1871. 

The  canal  remained  under  the  trustees  until  1871,  when  it  was 
turned  over  to  the  State  in  accordance  with  the  act  of  1843.  Since 
the  relinquishment  by  the  board  of  trustees  the  property  has  been 
under  a  board  of  canal  commissioners. 

Up  to  the  time  of  the  creation  of  the  canal  trust  in  1845  the  State 
had  expended  $5,133,062.21.  The  trust  expended  on  construction 
$1,424,619.24.  In  1871  the  legislature  appropriated  $2,955,340  to 
the  city  of  Chicago  for  the  ''deep  cut."  This  made  the  total  cost  of 
constructing  the  canal  $9,513,021.50.  Prior  to  the  creation  of  the 
trust  the  State  incurred  obligations  considerable  in  amount  to  raise 
funds  for  the  proseQution  of  the  work,  but  this  indebtedness  was  dis- 
charged during  the  administration  of  the  trust  as  well  as  the  cost  of 
maintenance  and  operation  from  funds  resulting  from  the  sale  of  canal 
lands  and  the  earnings  of  the  canal  itself.  It  is  claimed  that  as  the 
canal  property  stands  at  present  it  has  cost  the  State  nothing,  its 
construction  and  maintenance  having  been  paid  entirely  out  of  the 
proceeds  of  the  Federal  land  grant  and  earnings;  but  it  is  difficult  to 
substantiate  this  statement.  It  has  been  shown  that  the  total 
receipts  from  the  land  grants  up  to  1885  had  been  $5,892,707.96 ;  and 
the  net  receipts  from  operation  had  been  $2,919,040.61,  a  total  of 
$8,811,748.57.  This  leaves  a  deficiency  of  $701,272.93.«  Smce  1885 
the  operating  expenses  have  exceeded  the  receipts  from  tolls;  but 
there  are  some  other  receipts  from  rentals  and  power  leases,  of  which 
an  exact  record  is  not  available. 


Table  84 — Expenditures  and  receipts,  Illinois  and  Michigan  Canal,  1848-1902 


Year. 

Ordinary 
repairs. 

Extraor- 
dinary 
repairs, 

renewals, 
and 

hydraulic 
works. 

Gross 
expenses. 

Tolls. 

1848 

$30, 452 
43,922 
38,418 
39, 447 
42,816 
40,383 
36,587 
38,216 
33, 101 
37,256 
36,115 
34,026 
34,308 
39,238 
40,024 

$6, 744 
26,999 
19,996 
19,027 
10,692 
4,486 
16, 654 
32,657 
58,357 
65,825 
21,972 
40,406 
48, 275 
15,823 
15. 337 

843, 197 
70,922 
58,415 
58,475 
53,508 
44,870 
53,242 
70,873 
91,458 
103,082 
58,088 
74, 432 
82,583 
55,061 
55, 362 
62,315 
66, 107 
124,869 
116,363 
162, 656 
122,052 
91,765 
108,695 
97, 222 
88,876 
81,098 
73,798 

$87,890 

1849 

118,375 

1850 

125, 504 

1851  .                                            

173,300 

1852 

168,577 

1853 

173,372 

1854                                                         

198,326 

1855 

180, 519 

1856 

184,310 

1857..              .                                    

197,830 

1858 

197,171 

1859 

132, 140 

1860.     .   .                                       

138, 554 

1861 

218,040 

1862 

264,647 

1863..                                               

49,294  1          13,021 
47,535  1          18,572 
39,255  1          85,614 
43,716  1          72,647 
46,152           116,504 
52,984             69,007 
49,514  :           42.2.51 

210,386 

1864 

156, 607 

1865 

300,810 

1866.                                                        

302,958 

1867 

252, 231 

1868 

215. 720 

1869                                                     

238,759 

1870..                                

43,098 
54,555 
42,785 
53,525 
49, 139 

65, 597 
42,667 
46,091 
27,572 
24,659 

149, 635 

1871 

159, 050 

1872.   .                                                       .              

165, 874 

1873 

166,641 

1874 

144,831 

"  Report  Chief  of  Enginoers,  U.  S.  Army,  1887,  pp.  2128,  2142,  2147. 
31673— «.  Doc.  3LM,  (iO  -1 17 


250 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


Table  84 — Expenditures  and  receipts,  Illinois  and  Michigan  Canal,  1848-1902- 

Continued 


Year. 


Ordinary 
repairs. 


Extraor- 
dinary 
repairs, 

renewals, 
and 

hydraulic 
works. 


Gross 
expenses. 


Tolls. 


1875 
1876. 
1877. 
1878. 
1879. 
1880. 
1881. 
1882. 
1883. 
1884. 
1885. 
1886. 
1887. 
1888. 
1889. 
1890. 
1891. 
1892. 
1893. 
1804. 
1895. 
1896. 
1897. 
1898. 
1899. 
1900. 
1901. 
1902. 


846,241 
42,418 
54,965 
43,826 
44,077 
47,604 
53, 597 
57, 309 
56, 515 
55, 731 
47,659 
44,101 
43,509 
43,005 
42, 907 
40,258 
43,501 
43,476 
39,063 
36,985 
33, 760 
31,541 
31,524 
30,859 
31,768 
31,205 
36,928 
25, 413 


$28,270 
49, 167 
55,053 
39,013 
53,625 
77,997 
54, 626 
48, 103 
60,241 
43,549 
38,734 
28,329 
27,876 
33,240 
42, 571 
34,867 
29,091 
23, 661 
20, 459 
17, 273 
37,392 
46, 446 
36,783 
19, 342 
22,368 
36,805 
54,945 
81,599 


$74,511 
91,585 
110,018 
82,830 
97,701 
125,601 
108,223 
105, 412 
116,756 
99,280 
86, 393 
72, 430 
71,385 
76,845 
85, 478 
75, 125 
72,592 
67, 137 
59,522 
54,258 
71,152 
77,987 
68,307 
78,986 
91,196 
88,317 
111,002 
127,150  1 


$107,081 
113,293 
96,913 
84, 330 
89,065 
92,296 
85, 130 
85,947 
77, 975 
77,102 
66,800 
62, 516 
58,024 
56,028 
63,005 
55, 112 
49, 557 
54,937 
38,702 
44,928 
39, 106 
32,100 
33,065 
38,570 
41,021 
13,867 
8,120 
2,879 


Total 2,322,206   2,168,937  4,616,562  6,587,826 


The  foregoing  table  shows  that  the  receipts  from  tolls  reached  the 
high-water  mark  in  1866,  when  the  collections  amounted  to  more  than 
$300,000.  Since  that  time  the  tolls  have  diminished  almost  constantly. 
In  1900  there  was  a  great  decrease  as  compared  with  the  previous 
year,  and  in  1902  the  receipts  amounted  to  less  than  $3,000. 

The  importance  of  the  canal  as  a  commercial  factor  is  best  indi- 
cated by  a  comparison  of  the  tonnage  from  year  to  year.  The  state- 
ment below  will  afford  opportunity  for  comparing  the  operations  of 
the  canal  from  1860  to  1902,  inclusive. 

Table  85 — Movement  of  canal  bouts  on  the  Illinois  and  Michigan  Canal,  1860-1902 


Date. 

Clear- 
ances. 

Boats 
run- 
ning. 

1860 

2,926 
6,339 
7,044 
5,810 
4,527 
3,907 
5,488 
4,183 
4,128 
4,524 
2,903 
3,523 
5,018 
4,743 
4,296 

201 
194 
211 
240 
288 
288 
230 
209 
218 
219 
179 
186 
173 
172 
152 

1861 

1862 

1863       

1864 

1865 

1866 

1867 

1868 .     . 

1869 

1870 

1871 

18720 

1873 

1874 

Miles 

Tons 
trans- 

run. 

ported. 

235, 684 

367, 437 

415, 599 

547,295 

474,976 

673,590 

118,713 

619,599 

300,340 

510,286 

360,614 

616, 140 

406,784 

746,815 

357, 623 

746,815 

345, 169 

737,727 

285,050 

817,738 

246,650 

585,975 

278,948 

628,970 

334,820 

783,641 

328, 164 

849,533 

288,075 

712,020 

1  After  1872  the  above  table  includes  clearances  from  the  locks  at  Henry  and  Copperas  Creek  on  the 
Ilhnois  River. 


STATE  AND   PRIVATE    CANALS 


251 


Table  85 — Movement  of  canal  bouts  on  the  Illinois  and  Michigan  Canal,  1860-1902- 

Coiitinued 


Date. 


Clear- 
ances. 


Boats 
run- 
ning. 


Miles 
run. 


Tons 
trans- 
ported. 


1875 
1876 
1877 
1878 
1879. 
1880. 
1881 
1882, 
1883. 
1884 
1885. 
1886 
1887. 
1888. 
1889. 
1890. 
1891. 
1892. 
1893. 
1894. 
1895. 
1896. 
1897. 
1898. 
1899. 
1900. 
1901. 
1902. 


3,554 
4,049 
4,008 
4,299 
4,458 
4,536 
4,459 
4,055 
3,789 
4,204 
3,990 
3,783 
3,824 
3,320 
4,299 
2,920 
2,203 
3,014 
2, 452 
2,907 
2,664 
2,660 
4,151 
3,523 
4,705 
2,820 
2,366 
691 


142 
145 
145 
140 
136 
133 
133 
132 
132 
134 
135 
130 
132 
127 
114 
104 
97 
95 
82 
85 
88 
67 
64 
64 
70 
60 
41 
41 


259,878 
302,024 
272, 788 
293,335 
304, 191 
320,009 
316, 435 
335,710 
306, 618 
325, 431 
304, 664 
303, 575 
290,338 
267,771 
334, 107 
260,713 
243,214 
260, 149 
187,904 
206,875 
196, 132 
167,289 
179,954 
152,960 
173,312 
99, 409 
74,923 
25,290 


070,025 
•691,943 
605,912 
598,792 
669,559 
751,360 
826, 133 
1,011,287 
925, 575 
956,721 
827,355 
8()S,019 
742.074 
751,055 
917,047 
742,392 
641,156 
783,288 
529,816 
617,811 
591,507 
446,762 
484,  ,575 
395,017 
469,352 
121,759 
81,450 
35,824 


It  will  be  seen  from  the  above  statement  that  ft'om  1860  to  1892 
the  tonnage  was  fau'ly  steady.  Since  the  latter  date  there  was  a 
gradual  decline  until  1900,  when  there  was  a  sudden  falling  off  of  ton- 
nage to  less  than  122,000  tons,  and  two  years  later  the  tonnage  had 
diminished  more  than  70  per  cent. 

The  movement  of  the  principal  commodities  is  shown  fo-om  the  fol- 
low ing  table,  taken  from  the  annual  reports  of  the  canal  commissioners: 

Table  '6i)—Aiiichs  transported  on  the  Illinois  and  Michigan,  Canal,  1SD2-1'J02 
[('onipilcd  from  reports  of  canal  commissioners  of  the  State  of  Illinois] 


Year. 


Grain. 


Bushels. 

1892 2. 333, 957 

1893 (o) 

1894 2, 913, 357 

1895 2. 379, 029 

1896 2. 1 .50, 925 

1897 4, 001 , 919 

1898 3. 263, 383 

1899 3. 679, 836 

1900 3. 183, 155 

1901 2, 032, 770 

1902 j  1,285,631 


Stone.      Lumber. 


Feet. 
9,710,695 

(a) 

9,181,414 

5, 972, 727 

3, 342, 162 

3,215,297 

2.787.051 

1.977,517 

656.614 

435,017 

91.463 


Volume  missing. 


The  table  above  indicates  that  grain  was  probably  the  most  impor- 
tant commodity  passing  through  the  canal.  The  grain  movement 
as  well  as  the  movement  of  all  other  classes  of  freight  was  very  much 
less  in  1902  than  in  any  previous  year  shown  in  the  table.  The  move- 
ment of  general  merchandise,  which  includes  hardware,  dry  goods, 


252 


EEPOKT   OF   THE  INLAND   WATERWAYS   COMMISSION 


cutlery,  groceries,  etc.,  was  heaviest  in  1895,  but  in  no  year  was  the 
movement  of  this  class  of  goods  very  large. 

The  rates  of  toll  and  lockage  have  not  been  changed  in  any  impor- 
tant particular  since  1892.  The  tolls  are  computed  at  so  many  mills 
per  thousand  pounds  per  mile  unless  otherwise  stated. 

Table  87 — Rates  of  tolls  and  lockage  on  the  Illinois  and  Michigan  Canal 

By  resolution  of  the  board  of  canal  commissioners  adopted  in  April,  1899,  to  take  effect 
upon  the  opening  of  navigation. 

On  freight  boats  per  mile  on  the  canal,  3  cents. 

Lockage  at  Henry  and  Copperas  Creek  on  all  boats  of  150  tons  and  under  shall  be 
$1.50,  and  this  charge  shall  be  made  at  each  lock. 

On  boats  of  more  than  150  tons  measurement  lockage  shall  be  charged  at  the  rate  of 
1  cent  per  ton  measurement,  and  this  charge  shall  be  made  at  each  lock:  Provided,  That 
on  boats  passing  through  the  lock  in  fleets  of  two  or  more,  engaged  in  regular  traffic, 
requiring  only  a  single  lockage,  the  lockage  charge,  by  ton  measurement,  or  otherwise, 
may  be  divided  between  said  boats  at  each  lock. 

The  lockage  of  cabin  boats,  in  tow  of  steamers  or  canal  boats,  shall  be  25  cents  each; 
fuel  boats  in  low  of  steamers,  50  cents;  rowboats  in  tow  of  steamers  or  canal  boats, 
10  cents  each. 

No  lockage  on  boats  shall  be  made  for  less  than  $1.50.  Cargoes  must  be  charged  for 
as  hereinafter  indicated,  in  addition  to  lockage  charge  on  boats. 

Toll  is  to  be  computed  upon  the  weight  (1,000  pounds  per  mile)  of  all  articles  con- 
tained in  the  following  list,  unless  otherwise  stated. 

Lockage  at  Henry  and  Copperas  Creek  to  be  comiiuted  upon  the  weight  (1,000 
pounds^  unless  otherwise  stated. 


Article. 


Barbed  wire... 
Bark,  tanner's. 
Barley 


Barrels,  empty. 

Beans 

Bran 

Buckwheat 

Charcoal 


Clay 

Coal,  per  ton  per  mile. 
Coke i 


Through 
freight. 


Com 

Drainage  pipe. 
Flour 


Furniture,  household. 

Hay  and  fodder 

Hemp. 


Hoops  and  materials  for 

Hubs,  boat  knees,  and  bolts. 
Ice 


Iron: 

Pig,  scrap,  and  railroad. 

Wrought  and  cast 

Iron  ore 


Land  plaster,  bone  dust,  and  superphosphate 

Lead  pipe,  sheet  and  roll,  pigs  and  bars 

Lime: 

Common 

Hydraulic 

Machinery 

Meal 


Merchandise  (including  hardware,  dry  goods,  cutlery,  groceries,  crock- 
ery, and  other  articles  not  specified ) 

Oats 


Rye 

Salt,  in  sacks  and  barrels. 

Sand  and  other  earth 

Seeds 

Ship  stuff 

Shorts  and  screenings 

Staves  and  heading.s 

Wheat 

Zinc,  spelter 


Local 
freight. 


Mills. 


Lockage. 


Cents. 


STATE   AND   PRIVATE    CANALS 


253 


On  the  following  articles  toll  per  mile  and  lockage  will   be  computed  by  number 
and  measures: 


Article. 


Through      Local      t  ™u„„p 
freight,     freight,  ^oc^age. 


On  each  1,000  feet  of  lumber per  mile. 

On  each  1,(K)0  feet  of  dressed  flooring do... 

On  each  1,000  feet  of  siding do... 

On  each  1 ,000  lath do. . . 

On  each  1 ,000  sliingles do. . . 

On  each  1 .000  brick do. . . 

On  each  100  spUt  posts  (not  over  5  inches  in  diameter)  or  fence  rails.do. . . 

On  each  500  railroad  ties do. .. 

On  each  cord  of  wood  for  fuel" do... 

On  each  cubic  yard  (27  cubic  feet)  dressed  or  sawed  stone  b do. . . 

On  each  cubic  yard  (27  cubic  feet)  rubble  stone  b do... 

On  each  cubic  yard  (27  cubic  feet)  dimension  stoned do... 

On  each  cubic  yard  (27  cubic  feet)  macadam  stone  6 do... 

rs  (each  round  trip  of  25  miles  or  less  on  canal) ,  2§  cents  each. 


Mills. 


Mills. 
5 
4 
2 
1 
i 
2 
4 
20 
10 


Cevts. 


a  Provided  that  on  wood  transported  over  25  miles,  the  toll  shall  not  exceed  25  cents  per  cord.  All 
timber  on  boats  shall  be  taken  board  measure. 

b  Provided  that  on  stone  transported  over  25  miles,  the  toll  shaU  not  exceed  12^  cents  per  cubic  yard 
on  macadam  and  rubble  and  20  cents  per  cubic  yard  on  dimension  and  dressed  or  sawed  stone. 

'  Through  freight ' '  is  that  which  is  cleared  from  Copperas  Creek  or  Henry  to  Chicago;  or  from  Chicago 
to  Henry  or  Copperas  Creek. 
"Local  freight"  includes  all  other  freight. 

The  importance  of  the  canal  is  not  fully  measured  by  its  traffic,  but 
its  influence  upon  railroad  rates  in  the  territory  adjacent  must  be 
taken  into  account  in  any  estimate  of  the  sum  total  of  benefits  accru- 
ing to  commerce.  Complete  data  for  a  comparison  of  freight  rates 
from  Cliicago  are  not  at  presetnt  available. 


CHICAGO    SANITARY    AND    SHIP    CANAL 

This  canal  has  been  constructed  under  an  act  of  the  legislature  of 
Illinois,  passed  in  1889,  authorizing  the  formation  of  sanitary  dis- 
tricts. As  was  expected,  the  only  district  created  has  been  the  Sani- 
tary District  of  Chicago  (including  some  portions  of  Cook  County 
outside  of  the  city),  \vith  an  elected  board  of  trustees,  for  the  con- 
struction of  a  drainage  canal  to  protect  the  waters  of  Lake  Michigan 
from  sewage  pollution.  The  mam  drainage  canal  from  Robey  street, 
Chicago,  to  Lockport,  a  distance  of  27.15  miles,  was  completed  and 
opened  in  January,  1900.  The  expenditures  up  to  that  time  were 
over  $25,000,000;  but  additional  work  has  made  the  total  cost  of 
constructing  the  main  channel,  including  right  of  way,  excavation, 
river  improvements,  dams,  bridges,  pumping  plants,  etc.,  to  Decem- 
ber, 1905,  approximately  $42,000,000.  In  addition  there  had  been 
about  $8,000,000  expended  for  interest,  maintenance,  and  miscella- 
neous charges.  The  larger  part  of  the  expenditure  has  been  met  by 
direct  taxes,  but  a  bond  issue  of  $20,000,000  was  authorized,  to  run 
for  twenty  years,  one-twentieth  to  be  retired  annually.  In  1906  the 
bonds  outstanding  amounted  to  $17,180,000. 

Still  further  expenditures  have  been  made  for  connecting  works 
and  for  the  development  of  electrical  energy  from  the  water  power, 
and  some  income  is  received  from  leases  of  power,  wharfage,  and 
rents.  The  plans  of  the  sanitary  trustees  include  the  drainage  of  the 
Evanston  and  Calumet  additions,  the  widening  of  the  Chicago  River 
and  the  main  channel,  and  the  extension  of  the  main  channel  to  Lake 
Joliet. 


254  EEPORT    OF    THE   INLAND    WATERWAYS   COMMISSION 

The  dimensions  of  this  canal  are  much  larger  than  was  necessary 
for  drainage  purposes.  It  is  22  feet  in  depth,  and  its  typical  cross 
section  is  292  feet  in  mdth  at  the  water  surface  and  202  feet  at  the 
bottom.  The  size  of  the  canal  was  determined  by  the  views  of  its 
projectors  that  it  should  eventually  form  part  of  a  great  ship  canal 
connecting  the  Great  Lakes  with  the  Mississippi.  But  as  yet  it  is 
not  used  for  traffic  purposes. 

CANALS  IN  NEW  JERSEY 
DELAWARE    AND    RARITAN    CANAL 

The  main  line  of  the  Delaware  and  Raritan  Canal  extends  from 
Bordentown,  N.  J.,  to  New  Brunswick,  in  the  same  State,  a  dis- 
tance of  44  miles,  and  connects  the  Delaware  and  Raritan  rivers. 
A  feeder  22  miles  long,  used  for  navigation  purposes,  unites  Raven 
Rock,  N.  J.,  with  Trenton,  the  capital  of  the  State,  where  it  con- 
nects with  the  main  canal,  the  total  length  of  canal  and  feeder  thus 
being  66  miles.  The  surface  width  of  the  main  line  is  80  feet,  with 
a  depth  of  about  8  feet.  The  canal  was  completed  about  the  yesLT 
1838,  at  an  estimated  cost  of  $2,500,000.  The  census  reports  the 
total  cost  of  construction  and  improvements  to  1906  as  $5,113,749. 
No  recent  improvements  appear  to  have  been  made  on  the  canal. 
The  period  of  navigation  is  ten  months,  beginning  in  March  and 
ending  in  December.  The  canal  appears  to  be  both  a  towpath 
canal  and  a  sliip  canal,  animal  power  being  used  when  vessels  have 
no  means  of  propulsion  of  their  own.  The  main  line  has  13  locks, 
with  a  length  of  210  feet,  and  a  width  to  pass  clear,  23yV  feet.  The 
Census  of  1880  reports  that  the  banks  of  the  main  canal  are  walled 
the  entire  length,  and  that  steam  vessels  navigate  the  main  canal. 

History. — The  Delaware  and  Raritan  Canal  Company,  the  original 
owaier  of  this  waterw^ay,  was  incorporated  February  4,  1830,  by  a 
special  act  of  the  New  Jersey  legislature.  The  company  was  em- 
pow^ered  under  its  charter  to  construct  a  canal  and  feeder,  as  w^ell  as 
to  make  river  improvements.  The  company  was  endow-ed  with  the 
usual  powders  of  a  corporation  and  was  also  authorized  to  construct 
all  necessary  locks,  works,  wharves,  and  storehouses,  and  to  secure 
land  for  its  bed,  being  empow^ered  for  that  purpose  to  institute 
condemnation  proceedings  wiienever  necessary.  It  w^as  made 
unlaw^ful  for  any  other  corporation  or  individuals  to  construct 
another  canal  witliin  5  miles  of  any  point  on  that  of  the  com- 
pany. The  State  retained  the  power  for  ten  years  to  subscribe  for 
one-fourth  of  the  capital  stock.  The  construction  w^as  to  be  com- 
menced witliin  two  years  and  completed  in  eight,  and  at  the  expira- 
tion of  tliirty  years  therefrom  the  State  w^as  to  have  the  privilege 
for  ten  3^ears  of  taking  the  w^orks  at  an  appraisement  not  exceeding, 
however,  the  first  cost.  B}^  subsequent  act  of  the  legislature,  passed 
February  3,  1831,  the  time  for  making  such  appraisement  was  ex- 
tended to  fifty  3^ears,  and  until  after  the  time  limit  for  construction 
of  the  canal  the  construction  of  any  railroad  witliin  5  miles  of  any 

Eoint  thereon  was  proliibited,  and  thereafter  the  company  w^as  to 
ave  the  refusal  of  constructing  anj^  such  railroad. 
On  February  15,  1831,  the  legislature  passed  an  act  by  which  the 
Delaw^are  and  Raritan  Canal  Compaii}^  and  the  Camden  and  Amboy 
Railroad  and  Transportation  Company  w^ere  allow^ed  to  consolidate 
their  stock,  each  company,  however,  retaining  its  separate  organiza- 


STATE  AND  PRIVATE   CANALS  255 

tion.  In  1867  the  two  companies  just  named,  and  the  New  Jersey 
Railroad  and  Transportation  Company  were  authorized  to  consoU- 
date  their  interests  under  a  corporate  name,  each  company  retaining 
its  separate  organization.  In  1872  these  three  companies  were 
merged  into  one  organization  under  the  title  of  the  United  New 
Jersey  Railroad  and  Canal  Company,  which  is  still  in  existence. 

The  capital  stock  of  the  Delaware  and  Raritan  Canal  Company,  as 
authorized  by  the  charter  of  1830,  was  $1,000,000,  divided  into  shares 
of  $100  each.  By  act  of  March  2,  1832,  the  legislature  of  New  Jersey 
directed  that  the  Delaware  and  Raritan  Canal  Company  and  the  Cam- 
den and  Amboy  Railroad  and  Transportation  Company  should  transfer 
to  the  State  1 ,000  shares  of  the  jointstock  of  said  companies, fully  paid, 
and  that  dividends  should  be  paid  thereon  the  same  as  though  sub- 
scribed for  and  paid  for  by  the  State.  Under  this  act  the  State  was 
guaranteed  the  payment  of  $30,000  annually  during  the  life  of  the 
charter  of  the  consohdated  companies,  whose  surplus  was  limited  to 
$100,000;  the  balance  was  to  be  distributed  in  dividends.  The  same 
act  provided  that  the  State  should  have  one  director,  and  repealed 
section  23  of  the  act  incorporating  the  Delaware  and  Raritan  Canal 
Company,  which  authorized  the  State  to  subscribe  for  one-fourth  of 
the  capital  stock  and  to  be  represented  by  two  directors.  Subse- 
quent legislation  increased  the  capital  stock  of  the  United  Com- 
panies, so  that  the  authorized  capital  stock  of  the  United  New  Jersey 
Railroad  and  Canal  Company  at  present  is  $21,240,800,  all  of  wliich, 
except  $400,  has  been  issued  and  is  now  outstanding.  Of  this  amount 
the  State  of  New  Jersey  owns  3,242  shares,  of  a  par  value  of  $324,200, 
and  has  a  director  in  said  company.  The  certificates  of  stock  held  by 
the  State  antedate  the  act  of  the  legislature  of  1872,  authorizing  the 
consolidation,  and  it  appears  that  the  State  may  not  vote  on  such 
stock.  But  it  has  the  right  to  change  these  certificates  for  those  issued 
under  the  act  of  1872,  which  act  seems  to  repeal  the  prohibition 
against  the  State  voting  on  its  stock. 

Lease  to  Pennsylvania  Railroad. — In  June,  1871,  all  the  property  of 
the  United  Companies  of  New  Jersey,  including  the  Delaware  and 
Raritan  Canal,  the  Camden  and  Amboy  Railroad,  the  New  Jersey 
Railroad,  running  from  Jersey  City  to  New  Brunswick,  and  the 
Philadelphia  and  Trenton  Railroad,  were  leased  to  the  Pennsylvania 
Railroad  Company  for  nine  hundred  and  ninety-nine  years,  at  a 
yearly  rental  of  $1,948,500.  The  rent  was  estimated  to  be  ec^ual  to 
$10  a  share  upon  the  aggregate  outstanding  capital  stock  of  the 
lessors.  The  lessee  covenanted  to  pay  all  assessments,  taxes, 
charges,  and  other  impositions  that  might  be  la^vfully  assessed  upon 
the  several  companies  whose  property  was  leased.  The  lessee  fur- 
ther agreed  to  maintain  and  operate  the  canal  and  railroad,  and  to 
maintain  the  same  as  first-class  works  in  thorough  repair,  fully  sup- 
phed  with  rolling  and  floating  stock  and  equipment  ecpal  to  that 
then  used  in  operating  said  works.  To  enable  the  lessors  to  keep  up 
and  maintain  their  corporate  organizations,  the  lessee  agreed  to  pay 
semi-annually  to  the  lessors,  on  the  first  Tuesday  of  July  and  January, 
the  sum  of  $5,000,  and  provide  suitable  offices  in  Philadelphia  and 
Trenton  and  New  York  for  the  accommodation  of  the  directors  and 
officers  of  the  said  companies.  The  property  of  the  United  New 
Jersey  Railroad  and  Canal  Company  (the  name  of  the  organization 
since  1872)  is  now  operated  by  the  United  Railroads  of  New  Jersey 
division  of  the  Pennsylvania  Railroad  system  under  this  lease. 


256 


REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 


Traffic. — The  canal  company  itself  is  not  engaged  in  transportation, 
but  the  Pennsylvania  Railroad  Company  owns  21  canal  boats  which 
are  used  in  the  operation  of  the  canal  under  the  lease  by  that  com- 
pany of  the  United  New  Jersey  Railroad  and  Canal  Company's  prop- 
erty. Various  other  individuals,  partnerships,  and  corporations  oper- 
ate boats  on  the  canal,  including  the  Trenton  Transportation  Com- 
pany, Easton  and  McMahon  Transportation  Company,  Philadelphia 
Lighterage  and  Transportation  Company,  Peter  Hagan  &  Co.,  The 
Standard  Oil  Company,  J.  S.  Hoskins  Lumber  Company,  Maxwell 
&  Company,  and  Charles  H.  Gallagher. 

The  number  of  vessels  entering  and  leaving  the  canal  in  1904  was 
as  follows: 


Class  of  vessel. 

Boats  oper- 
ated. 

1904. 

1905. 

Tow 

1,764 

2.2S0 

Steamers  

1,067  !      l.O.'ifi 

Rafts 

40 
455 

122 

Electric,  etc - 

554 

Total 

3,326 

4,012 

The  freight  passing  through  this  canal  is  composed  largely  of 
stone,  sand,  lumber,  coal,  and  general  merchandise.  The  annual 
tonnage  for  the  past  ten  years  is  as  follows : 


Year. 

Tons. 

Year. 

Tons. 

1897 

595, 375 
546,083 
606,961 
584, 112 
513,531 

1902 

473,375 
422, 492 

1898 

1903 

1904 

1899 

464, 518 

1900 

1905 

1906 

441, 735 

1901 

395,753 

The  articles  of  merchandise  shipped  over  the  canal  in  1904  and 
1905  were  distributed  as  follows  (arranged  as  per  schedule  of  the 
canal  company  furnished  the  Bureau  of  Corporations) : 

Table  88 — Traffic  on  Delaware  and  Raritan  Canal,  1904, 1905 


Articles. 

Tonnage. 

1904. 

1905. 

Stone  a 

57, 778 
5,470 

26,964 
3,989 

14, 318 
1,298 
8,689 
3,516 
846 
101,055 

73,596 

Clay  a 

4,302 

Sand  o       

34,860 

Brick  a 

5,427 

20,943 

4,140 

Lumber  and  piling" 

23,074 

Oil " 

3,056 

351 

General  merchandise,  etc."          .                        

69,303 

Anthracite  coal: 

66,918 
94,321 

76,699 

Westbound .                                                      

92, 626 

161,239 

169,325 

Bituminous  coal: 

72, 410 
5,309 

24,214 

6,721 

77,719 

30,935 

Coke  6 

1,637 

2, 463 

lEastbound  and  westbound,  tonnage  in  eiich  direction  is  not  kept  separately. 
b  All  eastbound. 


STATE  AXD  PRIVATE    CANALS 


257 


According  to  the  managers  of  the  canal,  railroads  do  not  prorate 
with  the  canal  company,  or  with,  any  of  the  transportation  agencies 
operating  on  the  canal. 

Finances.— According,  to  the  statement  of  the  canal  managers  to 
the  Bureau  of  Corporations,  the  gross  earnings  for  1904  were  $268,- 
564.62,  operating  expenses  $378,484.90,  excess  of  expenses  $109,- 
920.28.  In  1905  gross  earnings  were  $298,937.86,  operating  expenses 
$413,382.75,  excess  of  expenses  $114,444.89. 

Tolls  and  towage  charges. — A  comparison  of  the  canal  tolls  and 
towage  charges  in  the  rate  sheets  issued  b}'^  the  Pennsylvania  Rail- 
road Company  for  1906  (March  12)  and  1907  (March  1)  will  show  the 
discrimination  in  favor  of  the  lessee  company. 

In  both  rate  sheets  the  regular  tolls  on  fi-eight  cargoes  are  the 
same,  as  follows: 


Classification. 

Way,  per  mile. 

Through. 

Cents. 

Mills. 

First  class 

Second  class.        ..   .. 

per  2,240  pounds. . 

do 

3 
3 
2 
1 
1 
1 

5 

5' 

5 
2 

SI.  50 
1.20 

do.... 

.70 

do.... 

.45 

Fifth  class               .     . 

do.... 

.40 

do... 

.35 

In  the  rate  sheet  for  1906  a  special  classification  is  enumerated  for 
articles  in  quantities  of  30,000  pounds  or  upwards;  for  smaller  quan- 
tities articles  were  rated  according  to  rail  line  Official  Classification. 
In  1907,  the  whole  table  of  tolls  is  "governed  by  the  Official  Classifi- 
cation." 

The  rate  sheet  for  1906  states  that  the  tolls  named  "apply  only  to 
boats  and  vessels  when  towed  over  the  company's  (Pennsylvania  Rail- 
road's) steam  towage  routes  by  its  own  steamers  or  contractors,  and 
the  right  is  reserved  to  charge  full  legal  rates,  or  any  parts  thereof,  on 
the  cargoes  of  any  vessels,  boats,  or  rafts  which  shall  violate  an}^ 
published  rules,  or  be  towed  by  any  tugs  or  teams  not  belonging  to, 
employed  by,  or  under  contract  with,  the  lessee  of  the  canal."  It  is 
fm"ther  provided  that  "when  boats  tow  between  New  York  and  New 
Brunswick,  and  between  Bordentown  and  Philadelphia,  other  than 
by  the  company's  or  contractor's  steamers,  the  tolls  on  the  canal  will 
be  50  per  cent  above  these  rates ;  when  towed  by  companies  or  con- 
tractor's steamers  on  one  end  and  by  other  parties  on  the  other  end, 
25  per  cent;  provided,  that  such  charge  does  not  exceed  4  cents  per 
ton  per  mile."  These  pnndsions  do  not  appear  in  the  rate  sheet  for 
1907;  and  apparently  tliis  discrimination  in  favor  of  the  company 
and  its  contractors  was  given  up. 

Boats  carrying  full  cargoes  of  5th  and  6th  class  freight  one  way  (in 
1906  cargoes  of  pig  iron,  iron  and  lumber),  if  in  good  condition,  are 
free  of  boat  tolls  and  lockage,  both  going  and  returning,  excepting 
way  boats  which  are  charged  $1  each  way  for  passing  Wellsf alls  Out- 
let Lock;  on  all  vessels  and  boats  with  exceptions  indicated  below, 
carrying  cargoes  other  than  the  above,  4  cents  per  mile  and  4  cents 
for  passing  each  lock  and  $1  each  way  for  passing  Wellsf  alls  Outlet 
Lock. 


258 


EEPOET   OF    THE   INLAND    WATERWAYS   COMMISSION 


In  both  rate  sheets  the  following  boat  tolls  are  given  on  transient 
empty  boats,  including  lockage  charge: 

Boats  of  capacity  of — 

10  tons  or  less |2.  28 

11  tons  to  50  tons 5. 00 

51  tons  to  100  tons 6.  50 

101  tons  to  150  tons 8. 00 

Over  150  tons 10. 00 

Vessels  going  through  light  are  charged  $10,  steamers  with  mer- 
chandise other  than  full  cargoes  of  class  4,  5,  and  6  freight,  are 
charged  $10  (in  1906  $20),  in  addition  to  regular  toll  on  cargo. 
Steamers  with  solid  cargoes  of  100  tons  or  more,  fourth,  fifth,  or 
sixth  class  freight,  passing  through  the  canal  pay  regular  rate  per 
ton  on  cargo  (and  in  1906),  $2.28  boat  toll.  The  1906  rate  sheet 
contains  the  following,  which  does  not  appear  in  the  1907  sheet: 

When  such  steamers  have  consort  in  tow  with  similar  cargo,  the  consort  will  pay 
the  same  rate  and  boat  toll  as  charged  on  the  steamer.  The  same  vessels  returning 
light  will  pay  $2.28  boat  toll.  On  all  sail  vessels  loaded  with  vegetables,  melons,  and 
fruit,  the  boat  toll  will  be  $2.28  each  way. 

Team  towage  on  canal  is  payable  to  the  contractor  furnishing  such 
towage  on  the  line  of  the  canal  at  the  following  rates  in  both  years: 
Between  Bordentown  and  New  Brunswick  boats  not  exceeding  150 
tons  capacity,  $7  each  way  and  for  cargo  6  cents  per  ton  additional. 
Boats  exceeding  150  tons  capacity  $10  each  way,  and  for  cargo  6 
cents  per  ton  additional.  Between  Trenton  and  New  Brunswick, 
boats  less  than  150  tons  capacity,  $6  each  way,  and  for  cargo  6 
cents  per  ton  additional.  Boats  exceeding  150  tpns  capacity,  $7 
each  way,  and  for  cargo  6  cents  per  ton  additional. 

The  following  are  the  rates  for  both  years,  in  cents,  for  steam 
towage,  eastbound,  from  Philadelphia  harbor  points  named  to  Bor- 
dentown, and  from  New  Brunswick  to  New  York  and  other  points 
named,  on  minimum  of  100  tons: 

Table  89 — Rates  of  steam  towage,  Delaware  and  Raritan  Canal 
[Per  ton  of  2,240  pounds] 


From — 


To- 


Bordentown 

Sayersville 

Points  below  Sayersville  (South  Amboy ) 

Keyport 

Perth  Amboy 

Point.s  between  Perth  Amboy  and  Buckwheat  Island. 

Elizabethport 

Newark , . . 

Hudson  City 

Lodi,  Hackensack,  and  Sandy  Hook 

Lodi  and  Hackensack  in  Lehigh  boats 

Bergen  Point 

To  points  between  Bennetts  Dock,  Bay  Ridge,  and 

Locust  Grove 

New  York  Harbor  limits 

Staten  Island:  Mariners  Harbor,  Vanderbilts  Land- 
ing, and  intermediate  wharves.  Long  Island:  Ben- 
netts Coal  Wharf,  Bay  Ridge,  Twentieth  street,  Go- 
wanus.  First  Bridge,  Newtown  Creek,  Washington 
avenue.  Long  Island  City.  New  York:  East  River 
(Ninetieth  street),  North  River  (Sixty-first  street). 
New  Jersey:  Upper  Coal  Wharves,  Weehawken,  Na- 
tional Storage  Companj''s  Wharf,  Communipaw. 


SchuylkiU 
River. 

Greenwich 
wharves. 

Port  Rich- 
mond (Phil- 
adelphia) . 

14 

8 

7 

18 

12 

11 

20 

14 

13 

32 

26 

25 

22 

16 

15 

24 

18 

17 

26 

20 

19 

32 

26 

25 

33 

27 

26 

43 

37 

36 

48 

42 

41 

28 

22 

21 

36 

30 

29 

31 

25 

24 

New 
Brunswick. 


STATE  AND   PRIVATE   CANALS  259 

It  is  further  stated  that : 

The  steam  towing  on  the  Delaware  River  will  be  done  by  Charles  H.  Gallagher  [in 
1906,  John  I.  Brady];  the  steam  towing  on  the  Raritan  River  and  the  waters  between 
it  and  New  York  will  be  done  by  the  lessee  of  the  Delaware  and  Raritan  Canal.  This 
steam  towing  will  be  done  by  each  of  these  parties  as  bailee  for  hire,  and  any  boat  may 
be  refused  towage  by  them. 

Boats  having  paid  steam  towage  on  one  hundred  tons  or  more 
eastbound  will,  if  returning  empty  within  thirty  days,  be  towed  free, 
but  if  loaded  or  partly  loaded  will  be  charged  only  on  weight  of 
cargo. 

Pennsylvania  Railroad  Control  op  Delaware  and  Raritan  Canal 

The  Bureau  of  Corporations  is  in  possession  of  considerable  evidence 
tending  to  show  that  the  control  of  the  Delaware  and  Raritan  Canal 
by  the  Pemisylvania  Railroad  has  been  detrimental  to  interstate  com- 
merce.    Briefly,  tliis  evidence  may  be  summarized  as  follows: 

In  an  interview  with  an  agent  of  the  Bureau,  a  representative 
of  a  canal  transportation  company  at  New  York  City,  stated,  in  the 
summer  of  1906,  that  he  at  one  time  was  engaged  in  freight  for- 
warding; that  the  Pennsylvania  Railroad,  through  its  control  of  the 
Delaware  and  Raritan  Canal,  has  so  taxed  with  tolls  and  other 
charges  coal  moving  via  that  canal  as  to  prohibit  traffic  in  that  com- 
modity tlu-ough  such  waterway.  He  added  that  other  commodities 
are  taxed  in  corresponding  amounts  so  as  to  eftectually  prevent 
their  movement  via  the  canal,  which  has  been  practically  put  out 
of  business  through  these  excessive  charges.  He  further  stated  that 
at  one  time  a  large  quantity  of  iron  ore  moved  through  the  Dela- 
ware and  Raritan  Canal  to  smelters  and  blowers'  mills  in  Pennsylva- 
nia, l)ut  that  owing  to  the  excessive  charges  imposed  by  the  Penn- 
sylvania Railroad  this  tonnage  has  been  reduced  to  notliing. 

A  representative  of  the  Chesapeake  and  Delaware  Canal,  also, 
in  the  summer  of  1906,  asserted  to  an  agent  of  this  Bureau  that 
the  usefulness  of  the  Delaware  and  Raritan  Canal  has  been  greatly 
impaired  by  the  policy  of  the  Pennsylvania  Railroad.  He  was 
inclined  to  think  that  tolls  were  not  excessive,  and  in  tliis  respect  dif- 
fered from  canal  men  in  New  York.  His  opinion  was  probably  due 
to  the  fact,  however,  that  the  Delaware  and  Raritan  tolls  are  not  ver}^ 
different  from  the  tolls  charged  by  the  Chesapeake  and  Delaware 
Canal.  The  principal  reason,  in  his  opinion,  why  the  Delaware 
and  Raritan  Canal  is  falling  into  disuse  is  the  fact  that  the  railroad 
company  neglects  to  keep  the  canal  in  repair,  or  to  make  necessary 
improvements  to  accommodate  it  to  the  needs  of  the  present-day 
traffic,  and  to  the  further  fact  that  it  has  erected  a  number  of 
bridges  over  the  canal  which  are  so  low  as  to  prevent  the  passage  of 
steamers.     He  continued: 

A  very  large  amount  of  lumber  now  arrives  in  Philadelphia  from  North  Carolina, 
moving  tlu'ough  the  Dismal  Swamp  or  the  Albemarle  and  Chesapeake  Canal  to  Norfolk, 
thence  by  the  Chesapeake  Bay,  the  Chesapeake  and  Delaware  Canal,  and  Delaware 
River  to  "Philadelphia.  A  very  much  larger  quantity  would  follow  the  same  com'se  if 
it  were  possible  to  pass  boats  without  unloading  through  the  Delaware  and  Raritan 
Canal  to  New  York  and  points  reached  therefrom  by  water.  Under  present  conditions 
this  traffic  can  not  move  through  the  Delaware  and  Raritan  Canal  without  unloading 
at  Philadelphia  and  sending  one-half  cargoes  through.  The  result  is  that  the  railroads 
out  of  Philadelphia  secure  the  haid  of  lumber  distributed  from  that  point. 

In  his  opinion  the  Delaware  and  Raritan  Canal,  if  put  in  condition 
and  properly  managed,  could  earn  a  dividend  of  25  per  cent  on  its 


260  REPORT    OF   THE   INLAND   WATERWAYS   COMMISSION 

capital.  It  has  earned  this  in  the  past,  he  maintains,  and  can  earn  it 
in  the  future.  Where  the  terminals  are  both  on  water,  canal  rates 
are  cheaper  than  railroad  rates  by  50  per  cent.  He  further  explained 
that  when  Mr.  Cassatt  of  the  Pennsylvania  first  became  president 
he  constructed  a  railroad  called  the  "New  York,  Philadelphia  and 
Norfolk"  over  the  Delaware  Peninsula  from  Cape  Henry,  for  the 
purpose  of  carrying  southern  lumber  from  the  Chesapeake  via  Del- 
mar  and  Wilmington  to  Philadelphia.  For  a  number  of  years  this 
railroad  was  operated  in  competition  with  the  water  route,  and,  it  is 
said,  at  a  loss.  At  length  this  particular  traffic  was  abandoned  and 
the  principal  freight  now  carried  by  it  is  fruit. 

This  representative  of  the  Chesapeake  and  Delaware  Canal  further 
maintained,  as  a  general  proposition,  that  the  relative  cost  of  trans- 
portation as  between  water  and  rail  is  in  proportion  of  30  to  100; 
where  tolls  are  added,  50  to  100. 

Referring  to  the  Delaware  and  Raritan  Canal,  a  canal  broker  at 
New  York  City  stated  that  it  is  so  managed  by  the  Pennsylvania 
Railroad  as  to  greatly  hinder  its  use  by  shippers.  Besides  the  num- 
ber and  variety  of  tolls  and  other  charges  imposed,  if  more  than  one 
consort  is  carried  by  tow  steamers  the  tolls  are  doubled,  which  has  the 
effect  of  making  transportation  by  tliis  canal  unprofitable  in  compe- 
tition with  transportation  by  rail.  Otherwise  shippers  and  forward- 
ers would  be  able  to  make  throurfi  rates  by  water  from  Philadelphia 
to  Buffalo,  which  is  now  impossible. 

The  permits  issued  by  the  Pennsylvania  Railroad  Compan}^  for 
boats  moving  through  the  canal  are  interesting.  Two  sets  of  these 
permits,  furnished  the  Bureau  along  with  the  schedule  of  the  canal, 
tend  to  show  that  different  forms  are  employed.  A  yellow  slip,  or 
pass,  is  evidently  intended  for  coal  barges.  These  coal  passes  are 
attached  to  stubs,  each  stub  giving  the  number,  date,  permit,  boat,  cap- 
tain, tons,  amount  of  coal,  destination,  shipper,  tolls,  and  steam  towage 
blanks.  The  permit  has  a  corresponding  number,  and  is  issued  in  the 
name  of  the  Pennsylvania  Railroad  Company  on  behalf  of  the  Dela- 
ware and  Raritan  Canal,  and  corresponds  to  clearance  papers,  per- 
mitting the  boat  to  pass  from  one  point  to  another,  blank  spaces  being 
left  for  charges  or  tolls  on  lading,  boat  tolls,  and  steam  towage,  and 
blank  spaces  being  left  for  the  signature  of  the  collector,  showing  that 
the  charges  have  been  paid  or  otherwise  settled.  A  second  stub  pro- 
vides for  the  name  of  the  boat,  and  is  evidently  a  pass  to  be  given  up 
at  certain  locks.  A  second  slip  or  clearance  paper  is  printed  on  white 
paper  and  is  evidently  intended  for  boats  carrying  freight  other  than 
coal,  the  form  and  substance  being  similiar  to  that  of  the  papers  for 
boats  carrying  coal. 

Relation  op  Delaware  and  Raritan  Canal  to  Raritan  River 

The  Raritan  River,  according  to  the  report  of  the  Government 
engineers,  is  a  medium-sized  stream  flowing  through  the  central  part 
of  New  Jersey  and  emptying  into  Raritan  Bay,  at  Perth  Amboy.  It 
is  navigable  to  New  Brunswick,  N.  J.,  a  distance  of  12  miles,  where  it 
is  the  eastern  terminus  of  the  Delaware  and  Raritan  Canal.  The 
commerce  of  the  river  is  principally  in  coal,  ores,  lumber,  building 
material,  and  general  merchandise,  and,  according  to  the  statistics  of 
the  Government  engineers,  shows  a  declining   tonnage.     The  com- 


STATE   AND   PRIVATE    CANALS  261 

merce  in  1900  was  1,476,645  tons,  and  in  1905,  605,197  tons,  a 
decline  of  about  60  per  cent.  The  Government  has  expended  con- 
siderable money  on  the  improvement  of  the  river.  The  original 
and  existing  project  for  improvement,  approved  June  18, 1878,  provided 
for  a  channel  200  feet  wide  and  10  feet  deep  from  the  mouth  to  the 
Delaware  and  Raritan  Canal  terminus  at  New  Bruns^\dck.  The 
amount  expended  on  this  project  up  to  the  close  of  the  fiscal  year 
1906  was  almost  $700,000,  of  which  about  $660,000  was  used  in 
carrying  on  the  work,  and  about  $40,000  for  maintaining  that  already 
done.  About  two-tliirds  of  the  work  has  been  completed.  It  seems 
clear  that  the  project  had  in  view  the  use  of  the  Delaware  and  Raritan 
Canal  in  connection  with  the  Raritan  River. 

MORRIS    CANAL 

Route,  physical  pj'operiies,  and  cost. — The  route  or  bed  (right  of 
way)  of  the  canal  proper  extends  from  the  Delaware  River,  at  Phillips- 
burg,  N.  J.,  nearly  opposite  Easton,  Pa.,  and  the  mouth  of  the 
Lehigh  River,  tlu-ough  the  counties  of  Warren,  Sussex,  Morris, 
Passaic,  and  Essex,  N.  J.,  to  the  Hudson  River  at  Jersey  City,  in 
Hudson  County,  a  distance  of  about  102  miles."  There  are  also 
two  short  feeders — the  Pompton  (4  miles)  and  the  Hopatcong  (0.69 
mile) — and  several  reservoirs.  As  far  as  can  be  learned,  the  surface 
width  of  the  canal  is  45  feet;  at  bottom,  25  feet;  and  the  depth  5 
feet.  The  number  of  locks  is  23,  their  dimensions  being  88  by 
20  feet;  and  there  are  also  23  inchned  planes.  The  canal  was  con- 
structed during  the  years  1827-1831  to  the  tidewaters  of  the  Passaic 
River,  and  continued  to  the  Hudson  River  and  completed  for  use  in 
1836.''  The  cost  to  1841  was  approximately  $3,400,000,  and  in  addi- 
tion the  rebuilding  and  enlargement  of  the  planes,  locks,  and  improve- 
ments between  1849  and  1860  cost  about  $1,700,000."=  The  schedule 
of  the  company  gives  the  total  cost  of  construction  to  date  as 
$2,350,743.75.  The  United  States  census  reports  the  total  cost  of 
construction  as  $6,000,000. 

History. — The  Morris  Canal  and  Banking  Company,  the  owner  of 
the  Morris  Canal,  was  chartered  by  special  act  of  the  New  Jersey 
legislature  approved  December  31,  1824.  The  statute  recites  that 
the  construction  of  a  canal  "  to  unite  the  Delaware  River  near  Easton 
with  the  tide  waters  of  the  Passaic"  would  be  of  great  public  benefit 
to  the  people  of  New  Jersey.  The  company  was  capitalized  for 
$1,000,000,  which  might  be  increased  by  an  additional  $500,000. 
The  canal  property  used  for  navigation  was  to  be  forever  exempt 
from  taxation,  and  the  company  was  authorized  to  operate  the  canal. 

To  encourage  the  undertaking,  this  company  was  given  banking 
powers  for  a  term  of  thirty-one  j'-ears  and  was  authorized  further  to 
increase  its  capital  for  banking  operations  to  an  amount  not  to  exceed 
$1,000,000.  (This  banking  power  was  surrendered  in  1849.)  The 
canal  was  declared  to  be  a  public  highway,  and  the  company  was 
empowered  to  charge  tolls  for  the  passage  of  boats  thereon.  Finallj^, 
it  was  provided  that  at  the  end  of  ninety-nine  years  from  the  passage 

a  Report  of  the  commissioners  appointed  under  concun-ent  resolution  [of  the  New 
Jersey  Legislature]  of  Mai'ch  31, 1903,  to  investigate  and  report  upon  the  abandonment 
of  navigation  of  the  Morris  Canal,  pp.  C  and  7. 

b  Ibid.,  pp.  47  and  48. 

'^  Ibid.,  pp.  48  and  49. 


262  REPORT    OF   THE   INLAND   WATERWAYS   COMMISSION 

of  the  act  the  State  might  take  the  canal  and  its  appurtenances, 
paying  the  fair  value  thereof,  to  be  fixed  by  commissioners;  and  in 
case  this  should  not  be  done,  then  its  charter  should  be  continued  for 
the  further  term  of  fifty  years,  when  it  should  cease  and  the  canal  and 
its  appurtenances  become  the  sole  property  of  the  State. 

By  act  of  February  23,  1829,  the  company  was  authorized  to 
borrow  $500,000  and  mortgage  the  canal  and  other  property  to  secure 
payment,  and  further  powers  of  mortgaging  were  given  by  act  of 
January  28,  1830.  By  supplement  of  January  19,  1835,  the  capital 
of  the  company  was  increased  to  the  extent  of  $1,000,000,  and  on 
March  5,  1836,  authority  was  given  still  further  to  increase  it  to  the 
extent  of  $600,000. 

By  virtue  of  authority  given,  the  company,  on  March  29,  1830, 
mortgaged  the  canal  with  other  property  for  $750,000  to  Wilhelm 
Willink,  jr.,  of  Amsterdam,  A  bill  to  foreclose  this  mortgao;e  was 
filed  October  20,  1841,  and  the  foreclosure  proceedings  resulted  in 
the  sale  of  the  canal  and  property  by  a  master  in  chancery,  who  exe- 
cuted deed  of  same  October  21,  1844,  to  Benjamin  Williamson,  Asa 
Whitehead,  and  John  J.  Bryant,  for  the  sum  of  $1,000,000. 

The  purchasers  reorganized  the  Morris  Canal  and  Banking  Com- 
pany, and  on  February  9,  1849,  by. further  supplement  to  the  charter, 
the  legislature,  after  reciting  the  sale,  authorized  the  reduction  of  the 
number  of  shares  to  10,250  common  shares  and  11,750  preferred 
shares  of  the  par  value  of  $100  each.  These  constitute  the  present 
capital  stock  of  $2,200,000.« 

The  canal  remained  in  the  hands  of  its  stockholders  until  1871, 
when  by  authority  of  a  special  act  of  the  legislature  passed  March  14, 
1871,  it  was  leased  in  perpetuity  to  the  Lehigh  Valley  Railroad  Com- 
pany by  indenture  dated  May  4,  1871.  By  the  terms  of  this  lease 
the  lessee  agreed  to  pay  as  rentals  the  interest  on  the  then  outstand- 
ing debts  of  the  canal  company,  amounting  to  $1,125,129.50,  and 
also  4  per  cent  per  annum  on  its  common  stock  and  10  per  cent  per 
annum  on  its  preferred  stock. ^ 

Capital  stock  and  indebtedness. — The  amount  of  authorized  capital 
is  $2,200,000,  all  of  which  is  issued  and  is  now  outstanding.  Of 
this  amount,  $1,025,000  represents  common  and  $1,175,000  preferred 
stock.  The  Leliigh  Valley  Railroad  Company  owns  $318,300  of  the 
common  "consolidated"  stock  and  $271,400  of  the  preferred  stock. 
The  amount  of  bonds  and  other  indebtedness  is  reported  as  $56,835 
in  scrip  and  $500,000  in  bonds,  all  of  which  is  owned  by  the  Lehigh 
Valley  Railroad  Company. 

The  Lehigh  Valley  Railroad  Company,  under  the  lease,  agreed ,  among 
other  things,  to  provide  for  the  payment,  extension,  or  renewal  of  the 
loans  of  the  canal  company,  and  the  latter  stipulated  to  execute  new 
mortgages  as  occasion  might  arise.  Part  of  these  obligations  were 
subsequently  fimded  into  a  mortgage  for  $1,000,000,  dated  August  2, 
1876.  The  lessee  was  authorized  to  sell  fTom  time  to  time  any  real 
estate  of  the  canal  company  not  required  for  canal  purposes  and  to 
use  the  proceeds  toward  the  payment  of  the  debts  of  the  canal 
company. 

o  Report  of  the  commiseioners  appointed  under  concurrent  resolution  [of  the  New 
.Jersey  Legislature]  of  March  31,  1903,  to  investigate  and  report  upon  the  abandon- 
ment of  navigation  of  the  Morris  Canal,  pp.  49  and  50. 

bibid.,  pp.  47-49. 


STATE  AND   PRIVATE    CANALS 


263 


Accordingly,  under  this  authority,  sundry  parcels  of  land  were  sold 
from  tune  to  time,  the  proceeds  being  applied  to  the  debt,  and  the  debt 
was  refunded  and  reduced,  so  that  in  1903  the  indebtedness  of  the 
canal  company,  as  reported  by  the  commissioners  appointed  that  year 
to  investigate  its  affairs,  was  as  follows : " 

Bonds  outstanding  secured  by  mortgage  dated  September  15,  1890,  bear- 
ing interest  at  6  per  cent,  maturing  October  1,  1920 $500,  000. 00 

Balance  of  diAddend  scrip  unpaid 56,  597.  50 

Total 556,  597. 50 

Tolls  and  freight  rates. — No  toll  sheet  is  published  by  the  com- 
pany, but  the  schedule  of  the  company  asserts  that  "rates  are  pro- 
rated with  the  Lehigh  A^alley  RaOroad,  the  latter  company  receiving 
to  Phillipsburg  the  same  proportion  as  if  shipments  were  forwarded 
all  rail.'  An  anthracite  coal  tariff  of  the  Lehigh  Vallev  Railroad 
Company  (I.  C.  C,  No.  D  132)  issued  April  23,'^1901,  taking  effect 
May  1,  1901,  gives  the  rate  per  ton  of  2,240  pounds  in  full  carloads 
from  enumerated  points  in  the  Lehigh  and  Wyoming  regions  to 
points  on  the  Morris  Canal,  routed  Lehigh  Valley  Railroad  to  Port 
Delaware,  N.  eT.,  and  Morris  Canal  to  destination.  The  tariff 
sheet  provides  that  discharging  must  be  done  by  consignee.  An 
allowance  of  10  cents  per  ton  made  to  the  shipper  for  discharging 
boats  was  canceled  April  1,  1903.  The  consignee  in  discharging  is 
given  forty-eight  hours  after  receiving  notice  of  boat's  arrival,  and  is 
subject  to  a  charge  of  $3  per  boat  per  day  for  any  delay  beyond  forty- 
eight  hours.  To  points  on  Lake  Hopatcong  consignee  is  expected  to 
'make  arrangements  for  towing  on  the  lake  from  the  outlet  lock. 

The  figures  furnished  the  canal  commissioners  of  1903  by  the  canal 
company  regarding  tolls  are  as  follows  (calculated  on  basis  of  average 
of  years,  1898-1903,  1902  being  omitted  on  account  of  strike):^ 

Average  freights  received  for  all  coal  transportation  on  the  canal  .per  ton. .  $0. 654 

Average  freight  paid  captains per  ton . .  $0. 415 

Cost  per  ton  maintaining  boats do 100 

.515 

Net  balance .139 

The  annual  cost  of  maintaining  the  canal  is  about $90,  000. 00 

Average  yearly  tonnage,  124,452  tons,  at  13.9  cents 17,  299. 00 

Leaving  as  annual  loss  in  operation  alone 72,  701. 00 

Although  declared  a  public  highway  by  legislative  enactment,  no 
boats  except  those  owned  by  the  canal  company  now  ply  on  the  canal. 

Gross  income,  dividends,  etc. — The  gross  income  of  the  canal  com- 
pany for  1866,  the  year  of  greatest  prosperity,  was  S616,350.36.  In 
1871  the  lease  of  the  canal  was  made  to  the  Lehigh  Valley  Railroad 
Company.  From  1872  to  1902,  at  periods  of  five  years,  the  annual 
gross  income  is  shown  in  the  following  table:'' 


Year. 

Gross 
income. 

Year. 

Gross 
income. 

1872 

1397,181.72 
170,855.11 
193,789.25 
109,364.98 

1802 

$247,724.01 
1G7  411  ~n 

1877 

1S97 

1882 

1902 

52  076  oV 

1887 

a  Report  of  the  commissioners,  1903,  etc.,  pp.  49  and  50. 

6  Report  of  the  commissioners,  1903,  pp.  35. 

c  Compiled  from  report  of  commissioners,  1903,  pp.  30  and  31. 


264 


BEPORT   OF    THE   INLAND   WATERWAYS    COMMISSION 


The  gross  earnings  for  1904  and  1905,  as  reported  in  the  schedule  of 
the  company,  were  $96,231.27  and  $86,155.02,  respectively.  During 
these  two  years  the  expenses  were  $162,442,31  ana  $163,658.54,  leav- 
ing a  loss  in  1904  of  $66,211.04,  and  in  1905  of  $77,503.52.  During 
these  years,  however,  the  payment  of  dividends  on  the  capital  stock 
was  maintained  by  the  Lehigh  Valley  Railroad  Company.  These  pay- 
ments amounted  to  10  per  cent,  or  $90,360,  on  the  preferred,  and  4  per 
cent,  or  $28,268,  on  the  common  or  consolidated  stock.  No  payment 
of  dividends  was  made  by  the  Lehigh  Valley  Railroad  Company  on 
stock  held  by  it,  nor  on  the  scrip  or  bonds  of  the  canal  company,  all 
of  which  latter  are  owned  by  the  railroad  company. 

4-  Taxation  and  assessment. — According  to  the  annual  report  of 
the  State  board  of  assessors  of  New  Jersey  for  1905,  the  valuation 
and  assessment  of  the  Morris  Canal  for  State  and  local  uses  for  that 
year  was  as  follows: 

Assessed  valuation  except  for  real  estate  used  for  canal  purposes  other 

than  waterway  and  tangible  personal  property $2,  781,  000.  00 

Assessed  valuation  of  tangible  personal  property  used  in  State  com- 
merce   63, 046. 00 

Total  assessed  for  State  uses 2,  844,  046. 00 

Assessed  valuation  of  real  estate  for  canal  purposes  other  than  waterway .         448,  667 .  00 

Total  assessed  valuation 3, 292,  713. 00 

The  tax  was  as  follows : 

For  State  uses 14,  220.  23 

For  uses  of  taxing  districts  used  for  canal  purposes  other  than  waterway .  11, 172.  24 

Total  tax 25, 392. 47 

The  above  figures  do  not  vary  much  from  those  given  in  prior 
reports  for  several  years  preceding. 

Tra^c. — The  character  of  the  commodities  moving  through  the 
canal  is  shown  in  the  table  below. 


Article. 

Tonnage. 

Direction. 

1904. 

1905. 

Wood 

2,320 
5,094 
3,681 
6,701 

1,780 
282 

East. 

Brick 

Do. 

Do. 

Do. 

Iron  pipe 

25 

Do. 

Do 

63 

2 

66,582 

West. 

Lumber 

Do. 

Coal 

53,762 
19,719 

Do 

West. 

A  greater  amount  of  coal  is  carried  on  the  canal  than  of  all  other 
commodities  combined.  The  only  freight  besides  coal  carried  on  the 
canal  during  the  season  of  1906  was  22  cargoes  of  wood  of  40  tons 
each  and  one  cargo  of  60  tons  of  brick. 

The  total  tonnage  carried  in  1866,  the  year  of  greatest  prosperity, 
was  889,220  tons;  in  1870,  707,572  tons;  and  in  1871,  629,044  tons. 
During  the  five  succeeding  years  after  the  lease  to  the  Lehigh  Valley 


STATE   AND   PRIVATE    CANALS 


265 


Railroad  Company  the  tonnage  steadily  declined,  as  shown  in  the 
following  table :  "■ 


Year. 

Tonnage. 

Yeav. 

Tonnage. 

1872 

685, 191 
634,710 
491,810 

1875 

451,045 

1873 

1876 

399, 613 

1874 

The  tonnage  of  1876  was  but  little  more  than  half  that  of  1S72. 
In  1880  the  tonnage  was  503,486;  in  1885,  364,554;  in  1890,  394,432; 
and  in  1895,  270,931.* 

From  1897  to  1906,  inclusive,- the  tonnage  carried  annually  was  as 
follows : 


Year. 

Tonnage. 

Year. 

Tonnage. 

1897 

1898 

1899 

1900 

1901 

231,870 

191,287 

173, 555 

125,829 

;     122, 786 

1902 

1903 

1904 

1905 

1906 

27,392 
76, 165 
84,380 
75,631 
88,773 

The  decrease  in  1902  was  doubtless  an  effect  of  the  strike  of  the 
anthracite  coal  miners. 

In  1904  the  company  operated  50  canal  boats  towed  by  mules, 
and  52  boats  in  1905.  No  other  agencies  are  owned  or  operated  on 
the  canal. 

Comparison  of  rail  and  canal  service. — The  Central  Railroad  of  New 
Jersey,  the  Delaware,  Lackawanna  and  Western  Railroad,  and  the 
Lehigh  Valley  Railroad,  all  double  tracked,  appear  to  compete  directly 
vdih  the  Morris  Canal.  These  roads  were  estimated  in  the  Report  of 
the  Commissioners  of  1903 '^  to  have  a  carrying  capacity  of  at  least 
ten  times  that  of  the  canal,  and  it  was  pointed  out  that — 

the  railroads  operate  constantly,  while  the  canal  can  be  operated  only  seven  or  eight 
months  in  the  year.  The  railroads  which  compete  with  the  canal  all  run  from  its 
western  terminus  at  Phillipsburg  to  the  easterly  terminus  at  the  Hudson  River,  and 
all  are  from  20  to  30  miles  shorter  than  the  canal.  The  time  required  for  moving  freight 
between  these  termini  by  rail  appears  to  be  about  nine  hours,  while  the  time  required 
by  the  canal  is  between  fom"  and  five  days.  Allowing  four  or  five  days  for  discharging 
cargo  at  the  Hudson  River  and  for  the  return  trip,  it  requires  from  eight  to  ten  days  to 
cover  each  shipment  of  70  tons  of  coal  from  Phillipsburg  to  tidewater.  Moreover, 
there  are  practically  no  return  freights  on  the  canal,  as  substantially  all  miscellaneous 
freight  is  carried  by  rail.  As  to  the  relative  cost  of  moving  freight  by  canal  or  by  rail, 
it  is  stated  by  the  canal  company  that  the  amount  paid  captains  in  freights  and  the 
expense  of  maintaining  boats  is  almost  equal  to  the  amount  received  for  transportation 
on  the  canal. 

Proposed  dbandonment. — In  1903,  under  resolution  of  the  New 
Jersey  legislature,  a  commission  was  appointed  (consisting  of  George 
T.  Werts,  John  W.  Griggs,  and  Foster  M.  Voorhees)  to  investigate 
and  report  upon  the  abandonment  of  the  Morris  Canal.     The  com- 

«  Report  of  Commissioners,  1903,  pp.  30  and  31. 
b  Report  of  the  Commissioners,  1903,  pp.  30  and  31. 
cPage  34. 

31673— S.  Doc.  325,  60-1 18 


266  KEPOET   OF   THE   INLAND   WATEKWAYS   COMMISSION 

missioners  reported  that  the  small  size  of  the  canal  and  the  elevation 
of  914  feet  from  tidewater  to  the  summit  of  Lake  Hopatcong  are 
great  detriments  to  the  economical  operation  of  the  canal.  As  the 
report  states  (p.  36) — 

it  is  necessary  to  pass  the  boats  through  a  great  number  of  locks  and  to  actually  take 
them  out  of  the  water  and  divide  them  in  two  parts,  and  elevate  them  by  means  of 
inclined  planes,  to  overcome  the  grades.  This  method,  while  ingenious  and  unique, 
and  in  its  time  useful,  is  at  present  obsolete  and  unprofitable. 

In  view  of  th^se  facts,  the  commissioners  conclude  that  apparently 
the  canal  can  not  be  operated  either  by  the  company  itself  or  by  its 
lessee  or  by  the  State  without  a  large  annual  loss.  The  report  of  the 
commission  does  not  take  cognizance  of  the  possibility  of  enlargement 
and  improvement  of  the  canal  to  meet  modern  requirements.  The 
conception  by  the  commission  of  the  problem  presented  to  it  appears 
to  have  been  confined  to  a  recommendation  as  to  whether  navigation 
on  the  canal  be  abandoned,  and,  having  decided  tliis  in  the  affirma- 
tive, to  devise  and  recommend  some  scheme  of  abandonment  whereby 
the  State  could — 

without  incurring  any  State  debt,  insure  just  compensation  to  all  parties  interested 
and  entitled  thereto. a 

Numerous  protests  were  sent  to  the  commissioners  of  1903  against 
the  abandonment  of  the  canal.     One  petitioner  wrote  as  follows: 

We,  all  of  us  here,  are  opposed  to  the  abandonment  of  the  canal  for  the  reason  that  we 
would  be  entirely  at  the  mercy  of  the  Delaware  and  Lackawanna  Railroad  Company. 
We  were  compelled  last  winter  to  cart  our  Lehigh  coal  from  the  Lehigh  and  Hudson 
Railroad,  about  4  miles.  The  Lackawanna  people  refused  to  bring  coal  from  Easton 
for  us.  We  had  to  use  their  soft  coal  at  their  price  or  go  without.  If  the  canal  is 
abandoned  we  will  be  in  a  terrible  situation.  I  have  been  in  business  here  for  the 
last  forty  years.  My  business  was  good  until  1871,  when  the  Lehigh  took  possession. 
Then  there  were  over  600  boats  in  good  running  order;  now  there  are  less  than  60.  It 
looks  as  if  they  got  the  canal  for  the  purpose  of  abandoning  it  as  soon  as  they  could 
do  what  they  have  been  trying  to  do  for  the  last  fifteen  years.  They  can't  supply  10 
per  cent  of  the  demand  there  is  for  coal  along  the  line  of  the  canal  with  the  boats  they 
have.  I  don't  see  what  they  have  in  mind.  The  canal  could  be  made  to  pay  good  if 
they  give  it  a  chance.  There  certainly  might  be  more  demand  for  coal  now  than 
there  was  in  1871. 

Another  petitioner  says : 

The  Lehigh  Valley  Railroad  Company  now  argues  as  a  reason  for  the  canal's  abandon- 
ment that  it  is  not  a  paying  institution.  The  first  thing  that  suggests  itself  in  reply 
to  that  suggestion  is  to  ask  in  reply,  "Then,  why  do  you  not  abandon  it  uncondi- 
tionally, and  let  the  valuable  right  you  got  from  the  State  to  induce  you  to  maintain 
it,  return  to  the  State?"  All  that  the  canal  owners  can  ask  of  the  State  is  that  they 
shall  not  be  compelled  to  operate  this  losing  venture.  There  is  nothing  in  this  position 
of  a  nonpaying  investment  which  in  anywise  justifies  the  demand  that  the  com- 
pany shall  be  permitted  to  retain  what  it  received  as  a  price  for  promising  to  main- 
tain the  venture,  win  or  lose.  The  company  (railroad)  procured  the  control  of  the 
canal  for  the  very  purpose  of  removing  its  competition.  That  it  has  fully  succeeded 
in  this  object  is  shown  in  its  own  respectable  testimony.  For  it  says,  "We  should  be 
relieved  of  the  canal's  operation,  because  we  are  not  operating  it  at  a  profit,  but  at  a 
loss."  That  was  their  very  purpose  in  acciuiring  it — to  prevent  it  from  competing 
with  the  Lehigh  Valley  Railroad. 

A  third  petitioner  asserts  the  belief  that  it  is  susceptible  of  legal 
proof  that  by  the  nonuse  of  the  canal  the  rights  and  franchise  of  the 
canal  company  and  its  lessee  have  reverted  to  the  original  owners 
and  to  the  State,  and  also  that  the  attempt  to  abandon  the  canal  is 

<^  Report  of  the  commissioners  of  1903,  p.  41. 


STATE    AND    PRIVATE    CANALS  267 

only  an  effort  to  perpetuate  certain  illegal  acts  of  the  canal  company, 
its  lessee  and  associates,  such  as  drawing  off  the  water  of  Green- 
wood Lake,  not  for  canal  purposes,  but  to  supply  the  East  Jersey 
Water  Company  with  water,  which  they  are  under  contract  to  furnish 
to  Paterson,  Montclair,  Passaic,  Jersey  City,  and  other  municipalities 
in  New  Jersey. 

The  report-  of  the  commissioners  of  1903,  however,  as  already 
stated,  favored  the  abandonment  of  navigation  on  the  canal,  and  to 
that  end  bills  were  introduced  in  the  legislature  in  1905  and  1906. 
Another  bill,  introduced  in  1906,  provided  for  the  forfeiture  of  the 
charter  of  the  canal  company  on  the  ground  that  the  Lehigh  Valley 
Railroad  had  purposely  wrecked  the  property  in  order  to  destroy 
competition.  A  joint  resolution  was  introduced  in  the  New  Jersey 
legislature  March  14,  1906,  directing  the  attorney-general  to  insti- 
tute proceedings  against  the  canal  company  and  the  Lehigh  Valley 
Railroad  Company  to  ascertain  the  interests  of  the  State  of  New 
Jersey  in  the  "tidewater  basin  of  1867,"  so  called,  and  to  ascertain 
what  right,  if  any,  the  railroad  company  had  to  operate  the  Morris 
Canal.  The  resolution  was  passed,  $10,000  being  appropriated  for  the 
purpose,  and  in  the  summer  of  1906  the  attorney-general  was  com- 
pleting arrangements  for  commencing  the  suit.  The  case  is  regarded 
as  of  great  importance.  The  tide-water  basin  is  in  Jersey  City  and  is 
riparian  land  granted  by  the  legislature  in  perpetuity  in  1867.  The 
value  then  was  not  considered  large,  but  to-day  it  is  estimated  to  be 
worth  millions  of  dollars.  The  Leliigh  Valley  Railroad,  after  acquir- 
ing the  property,  is  said  to  have  expended  large  sums  for  its  improve- 
ment. 

CANALS  IN  PENNSYLVANIA 
LEHIGH    CANAL 

Description. — The  Lehigh  Canal  extends  from  Coal  Port,  Pa.,  near 
Mauch  Chunk,  to  Easton,  in  the  same  State,  where  it  connects  ^vith 
the  Delaware  Division  Canal,  wliich  extends  to  Bristol  on  the 
Delaware  River,  20  miles  above  Philadelphia.  Under  authority  of 
the  original  act  of  incorporation  and  its  supplements,  the  company 
constructed  a  canal  from  White  Haven  on  the  Lehigh  River  to  Easton. 
Some  years  ago  the  upper  part  of  the  Lehigh  Canal  was  swept  away 
by  floods  and  the  canal  is  now  maintained  only  from  Mauch  Chunk 
to  Easton.     The  period  of  navigation  is  eight  to  nine  months. 

The  surface  width  of  the  Lehigh  Canal  is  from  60  to  100  feet,  and  it 
has  a  depth  of  6  feet.  There  are  58  locks,  including  lift,  stop,  guard, 
and  weigh  locks.  The  dimensions  of  the  locks  are  100  feet  m  length 
by  22  feet  in  width.  The  total  cost  of  canal  and  fixtures  is  reported 
by  the  company  to  the  Pennsylvania  State  Department  of  Internal 
Affairs  at  $2,004,475.61;  but  the  United  States  census  of  1880  gives 
the  total  cost  to  that  year  as  $4,455,000.     Length  of  canal  48  miles. 

The  Lehigh  Coal  and  Navigation  Company,  the  owner  of  the 
Lehigh  Canal,  also  leases  the  Delaware  division  canal,  tonnage  of  the 
two  canals  being  included  in  the  same  report. 

History. — By  act  of  the  Pennsylvania  legislature,  passed  March 
20,  1818,  entitled,  "An  act  to  improve  the  navigation  of  the  River 
Lehigh,"  Josiah  White,  George  F.  Hanto,  and  Erskine  Hazard  were 
granted  certain  rights  and  privileges  concerning  the  improvement  of 


268 


KEPOET   OF    THE   INLAND   WATERWAYS   COMMISSION 


the  Lehigh  River.  To  raise  money  to  effect  the  contemplated  improve- 
ments, the  three  grantees  just  named  executed  a  deed,  dated  August 
10,  1818,  conveying  under  certain  conditions  to  trustees  for  the  use 
of  certain  persons  furnisliing  said  money,  and  associated  under  the 
name  of  the  "Leliigh  Navigation  Company,"  all  the  rights  vested  in 
them  by  the  above-mentioned  act,  reserving  to  themselves  certain 
residuary  profits  and  exclusive  privileges  in  the  management  of  the 
company.  Meanwliile,  White,  Hanto,  and  Hazard  had  purchased 
certain  interests  in  coal  lands  situated  near  Lehigh,  and  in  order  to 
raise  funds  to  work  their  mines,  executed  a  second  deed,  dated  Octo- 
ber 21,  1818,  by  which  they  conveyed  such  lands  to  trustees  for  the 
use  of  certain  persons  furnishing  said  funds,  and  associated  under 
the  name  of  the  "Lehigh  Coal  Company"  with  similar  reservations 
to  those  above  noted.  The  latter  company  by  deed  dated  April  21, 
1820,  united  and  amalgamated  with  the  "Lehigh  Navigation  Com- 
pany," under  the  name  of  the  "Lehigh  Navigation  and  Coal  Com- 
pany." The  funds  of  the  new  company  being  still  insufhcient  for 
the  objects  of  the  association,  the  name  was  changed  by  agree- 
ment, dated  May  1,  1821,  to  the  "Lehigh  Coal  and  Navigation  Com- 
pany," which  was  incorporated  by  the  legislature  of  the  State,  Feb- 
ruary 13,  1822,  and  is  the  present  corporation.  The  maximum 
amount  of  money  to  be  invested  in  land,  according  to  the  charter  of 
1822,  could  not  exceed  $60,000,  nor  could  the  entire  capital  exceed 
the  sum  of  $1,000,000.  In  later  years,  however,  the  requirements 
of  the  corporation  demanded  more  capital,  for  which  privileges  were 
granted  so  that  in  1905  the  capitalization  of  the  company  was 
$17,378,500,  divided  into  shares  of  $50  each.  There  was  a  funded 
debt  of  $20,025,083.  The  capital  and  funds  are  invested  in  coal 
lands,  the  canals  owned  and  leased  by  the  company,  railroads  and 
other  property. 

Relations  with  other  carriers. — According  to  Moody's  Manual,  all 
the  roads  owned  and  controlled  by  the  Lehigh  Coal  and  Navigation 
Company  are  leased  to  the  New  Jersey  Central  Railroad,  at  a  rental 
of  one-third  of  the  gross  earnings. 

Traffic— The  freight  passing  through  this  canal  is  composed  largely 
of  coal,  stone,  sand,  groceries,  lumber,  brick,  and  pig  iron. 

The  traffic  for  the  two  years  1899  and  1905  was  as  follows: 

Tons. 

1899 389,244 

1905 190,752 

The  articles  of  merchandise  shipped  over  the  canal  in  1899  and 
1905  were  distributed  as  follows: 


Article. 


1905. 


Class  1.  Coal,  stone,  sand 

Class  2.  Manure,  hay,  straw,  lumber,  and  cordwood . 

Class  3.  Groceries,  lime,  cement,  pig  iron,  brick 

Class  3.  Groceries,  iron,  brick,  ice 


Tons. 

364,508.10 

7, 378. 18 

17,350.19 


Total. 


389,244.7 


Tons. 
171,998.1616 
4,052.1575 


14, 700. 117 


190, 752. 1654 


Vessels  employed  on  canal. — The  company  itself  does  not  own  any 
teams.     It  hires  its  boats  to  boatmen  who  pay  a  rental  therefor  and 


STATE  AND  PRIVATE    CANALS  269 

who  are  paid  a  fixed  price  per  ton,  depending  on  the  distance  carried. 
In  this  respect  the  canal  is  similar  to  a  turnpike  in  that  anyone  who 
owns  a  boat  may  engage  in  transportation  thereon  upon  the  payment 
of  the  fixed  tolls. 

The  number  of  boats  owned  by  the  canal  company  in  1905  was  134, 
and  the  number  owned  and  nm  by  other  parties,  62.  The  average 
tonnage  of  the  boats  was  94.13  tons.  By  tne  report  of  the  company 
to  the  Pennsylvania  department  of  internal  affairs  for  the  year  1899, 
it  owned  174  boats,  while  the  number  owned  and  operated  by  other 
parties  amounted  to  139,  the  average  tonnage  being  96.15. 

Financial. — The  reports  of  the  company  show  the  receipts  from 
tolls  on  coal  and  miscellaneous  freight  in  1899  were  $83,088.62,  and  in 
1905,  $44,640.37.  The  expenses  for  canal  maintenance  were  in  1899 
$139,189.05  and  in  1905,  $219,388.59.  The  deficits  fi'om  canal  opera- 
tions of  $56,100.43  and  $174,748.22  were  met  irom  other  sources  of 
revenue,  probably  principally  from  rentals  of  the  leased  railroads; 
and  the  company  paid  dividends  on  its  entire  business  at  the  rate  of 
3^  and  4  per  cent  m  1905. 

Tolls. — The  rate  of  toll  charged  per  mile  for  respective  classes,  in 
1905,  was  as  follows: 

For  lumber,  per  1,000  feet,  board  measure: 

Hemlock cents. .  1 

Pine  and  other do 1^ 

Shingles,  per  1,000 do .4 

Anthracite  coal,  per  ton do 45  to  3^ 

Bituminous  coal,  per  ton do .6 

These  rates  are  the  same  as  those  given  for  1899,  with  the  exception 
that  in  the  latter  year  the  rate  on  bituminous  coal  per  ton  was  8  mills 
per  mile,  showing  a  drop  of  2  mills  since  that  date. 

Relations  ivith  other  waterways. — By  concurrent  legislation  between 
the  State  of  New  Jersey  and  the  State  of  Pennsylvania,  approved 
September  20,  1783,  it  was  provided  that  the  Delaware  River  should  be 
a  common  highway,  and  that  each  State  should  enjoy  and  exercise 
concurrent  jurisdiction  within  and  upon  the  water  and  not  upon  the 
dry  land  between  the  shores  of  said  river.  Under  this  act  the  supreme 
court  of  Pennsjdvania  decided  that  the  contract  made  by  selling  a 
passenger  ticket  from  the  office  on  the  wharf  on  the  Pennsylvania 
side  of  the  river  was  a  New  Jersey  contract,  as  the  jurisdiction  of 
New  Jersey  extended  over  the  dock  or  wharf  where  the  office  was 
maintained. 

As  pointed  out  above,  the  owTier  of  the  Lehigh  Canal  also  leases 
the  Delaware  Division  Canal.  Occasionally  canal  boats  cross  the  Del- 
aware River  at  New  Hope  to  unload  at  points  on  the  Delaware  and 
Raritan  Canal  in  New  Jersey,  and  boats  reach  tidal  waters  at  Bristol 
and  unload  on  the  New  Jersey  side  of  Philadelphia  harbor,  but  the 
volume  of  business  of  this  character  is  very  small. 

DELAWARE    DIVISION    CAN.IiL 

Description. — The  Delaware  Division  Canal  extends  from  Easton, 
Pa.,  on  the  Delaware  River,  where  connection  is  made  with  the  Lehigh 
Canal,  to  Bristol,  Pa.  The  total  length  of  the  Delaware  Division 
Canal  is  60  miles,  the  surface  width  44  feet,  and  the  depth  6  feet. 
The  total  number  of  locks  is  33,  including  25  lift  and  5  stop  locks. 


270  EEPORT   OF    THE   INLAND    WATERWAYS   COMMISSION 

The  length  of  locks  varies  from  90  to  100  feet  and  the  width  from  11 
to  22  feet.  The  period  of  navigation  is  nine  months.  The  cost  of 
the  canal  and  fixtures,  according  to  the  report  of  the  Delaware 
Division  Canal  Company  for  1905,  made  to  the  Pennsylvania  Depart- 
ment of  Internal  Affairs,  is  estimated  at  $2,433,350. 

History. — This  canal  was  constructed  by  the  State  of  Pennsyl- 
vania, and  originally  formed  part  of  the  extensive  system  of  public 
works  inaugurated  by  that  State  under  the  act  of  March  27,  1824,  to 
offset  the  results  promised  by  the  Erie  Canal  then  in  course  of  con- 
struction by  the  State  of  NewYork.  It  was  completed  in  1 830.  The 
Delaware  division  of  the  Pennsylvania  Canal  was  operated  as  an 
independent  section  of  the  public  works  until  the  passage  of  the  act 
of  the  legislature,  entitled  "An  Act  for  the  sale  of  the  State  canals," 
approved  April  21,  1858.  This  measure  directed  the  governor  of  the 
State  within  thirty  days  after  the  passage  of  the  act  to  sell  and 
deliver  to  the  Sunbury  and  Erie  Railroad  Company  all  the  public 
works  of  the  Commonwealth  then  remaining  unsold,  according  to 
certain  terms  set  forth  in  said  act.  In  pursuance  of  the  powers  so 
conferred,  William  F.  Packer,  then  governor,  by  three  separate  deeds, 
on  May  19,  1858,  conveyed  to  the  Sunbury  and  Erie  Railroad  Com- 
pany the  canal  lines  of  the  State  then  remaining  unsold,  consisting 
of  the  Delaware  division,  the  lower  North  Branch  division,  the  upper 
North  Branch  division,  the  West  Branch  division  and  the  Susque- 
hanna division;   the  consideration  being  $3,500, OOO.*^ 

The  act  of  the  legislature  authorizing  the  sale  of  the  public  works 
empowered  the  Sunbury  and  Erie  Railroad  Company  to  dispose  of  the 
canal  lines,  with  the  proviso  that,  in  case  the  canals  were  sold  for 
more  than  the  price  paid  to  the  State,  75  per  cent  of  the  excess 
should  be  paid  into  the  treasury  of  the  Commonwealth.  Under 
authority  of  said  act  the  Sunbury  and  Erie  Railroad  Company,  on 
July  10,  1858,  sold  to  an  association  known  as  the  Delaware  Division 
Canal  Company  of  Pennsylvania  the  Delaware  division  of  the  Penn- 
sylvania CanaL  The  railroad,  aforesaid,  also  disposed  of  its  other 
canal  lines,  the  total  amount  realized  being  $3,875,000,  of  which 
amount  $281 ,500  (75  per  cent  of  the  excess  over  purchase  price)  was 
paid  into  the  treasury  of  the  State  as  agreed  upon. 

On  July  14,  1858,  the  governor  of  Pennsylvania  issued  letters 
patent,  creating  the  corporation  known  as  the  Delaware  Division 
Canal  Company  of  Pennsylvania.  Three  years  later  the  legislature 
provided  that  the  Delaware  Division  Canal  Company  of  Pennsylvania 
should  pay  the  same  taxes  as  were  assessed  on  the  capital  stock  of 
all  companies  incorporated  by  or  under  the  laws  of  the  Commonwealth. 
Under  the  letters  patent  of  1858  the  number  of  subscribers  was  13 
and  the  number  of  shares  subscribed  for  24,000.  This  company 
continued  to  operate  the  canal  until  August,  1866,  when  its  property 
was  leased  to  the  I^ehigh  Coal  and  Navigation  Company  for  ninety- 
nine  years  at  a  stipulated  rental. 

Financial. — According  to  the  report  of  the  Delaware  Division 
Canal  Company  to  the  auditor-general  of  Pennsylvania  for  1905,  the 
authorized  capital  stock  of  the  company  is  $2,400,000,  divided  into 
48,000  shares  of  the  par  value  of  $50  each.     Of  this  authorized  capi- 

«  Klein,  Canals  ot  Pennsylvania,  pages  25  and  26. 


STATE   AND   PRIVATE    CANALS  271 

talization,  $1,633,350,  representino;  32,667  shares,  all  common,  has 
been  issued.  The  market  value  of  the  stock  is  placed  at  $40.  Divi- 
dends at  the  rate  of  2  per  cent  were  paid  February  15  and  August  15, 
1905,  on  1,748  shares,  the  remaining  shares  apparently  not  being 
entitled  to  dividends. 

The  bonded  debt  of  the  company  is  $800,000,  consisting  of  first- 
mortgage  4  per  cent  bonds,  due  originally  July  1,  1898,  and  subse- 
quently extended  fifty  years.  Interest  is  payable  January  1  and 
July  1.  Of  the  bonds,  however,  $320,000  are  said  to  be  owned  by  the 
Lehigh  Coal  and  Navigation  Company,  on  which  no  interest  is  paid. 

The  receipts  from  rental,  etc.,  in  1899  were  $36,616  as  against 
$35,663  in  1905.  Payments  in  1899  amounted  to  $36,616,  including 
dividends,  $4,316,  interest  $32,000,  other  payments  $300.  Pay- 
ments in  1905  were,  dividends  $3,663,  interest  $32,000,  being  a  total 
of  $35,663.  The  traffic  on  the  canal  is  included  in  that  of  the  Lehigh 
Canal   which  also  pays  taxes  on  the  property  leased. 

Relations  with  other  carriers. — The  stock  of  the  Delaware  Division 
Canal  Company  has  been  gradually  acquired  by  the  Lehigh  Coal  and 
Navigation  Company,  which  is  now  the  owner  of  practically  all  the 
capital  stock,  the  number  of  shares  not  so  owned  being  compara- 
tively trifling.  The  amount  of  business  carried  on  is  insignificant. 
The  company,  according  to  its  managers,  has  no  interstate  business, 
and  the  canal  is  said  not  to  be  connected,  by  lease  or  otherwise,  with 
any  interstate  carrier.  Its  traffic  is  included  in  the  traffic  of  the 
Lehigh  Canal. 

THE    SCHUYLKILL   NAVIGATION 

Description. — The  Schuylkill  Navigation  is  partly  canal  and  partly 
slackwater  navigation  in  the  river  Schuylkill,  operated  by  a  private 
company.  The  waterway  now  in  actual  use  extends  from  Port 
Clinton,  Pa.,  to  tidewater,  at  Philadelphia,  a  distance  of  90  miles. 
The  total  length  of  the  waterway  is  108.23  miles.  The  surface  width 
of  the  canal  sections  is  58  feet,  with  a  depth  of  6i  feet.  The  total  number 
of  locks  is  55,  including  lift,  stop  and  guard  locks.  The  dimensions 
of  the  locks,  110  feet  by  18  feet.  According  to  the  schedule  of  the 
company  received  by  the  Bureau  of  Corporations,  the  total  cost  of 
construction  has  been  $11,018,875.48.  The  period  of  navigation  is 
eight  months.  Horses  and  mules  are  employed  for  the  general  move- 
ment of  canal  barges;  steam  tugs  are  also  employed  to  some  extent, 
and  the  waterway  is  open  to  steam  and  naphtha  launches. 

History. — The  President,  Managers,  and  Company  of  the  Schuyl- 
kill Navigation,  the  owner  of  this  improvement,  was  incorporated  by 
an  act  of  the  Pennsylvania  assembly,  March  18,  1815,  entitled:  "An 
act  to  authorize  the  governor  to  incorporate  a  company  to  make  a 
lock  navigation  on  the  river  Schuylkill."  The  original  authorized 
capital  stock  was  $500,000,  divided  into  10,000  shares  of  $50  each.  It 
was  expressly  provided  in  the  charter  that  no  stock  should  be  held  by 
or  transferred  to  any  person  not  a  citizen  of  the  United  States. 

The  compan}^  was  directed  by  the  act  of  incorporation  to  divide  the 
Schuylkill  River  into  two  sections,  the  first  to  extend  from  Lancaster 
to  Reading;  the  second,  from  Reading  to  the  mouth  of  Mill  Creek. 
The  company  was  empowered  to  enter  upon  lands,  compensating  the 
owners  for  damages;  to  use  the  water  power  or  sell  or  lease  same;  and 


272  EEPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 

to  take  tolls  at  the  rate  of  12.V  cents  at  each  lock  below  Reading,  and  8 
cents  above  that  borough  on  every  ton  of  the  ascertained  burden  of 
vessels.     Dams  were  to  be 

so  constructed  that  at  least  30  feet  in  width,  in  the  main  channel  should  be  12  inches 
lower  than  any  other  part  of  such  dam,  so  as  ta  contract  the  water  passing  the  river 
within  that  space.  *  *  *  The  dams  shall  be  at  least  15  feet  in  width,  so  as  to  admit 
a  safe  passage  for  wagons  and  other  carriages  over  the  same. 

The  locks  were  to  be  at  least  20  feet  wide  and  120  feet  long,  and 

at  all  dams  where  there  is  not  made  a  slope  convenient  for  the  passage  of  rafts  of 
timber,  boards  or  scantling 

such  rafts,  unless  carrying  merchandise,  were  to  pass  the  locks  free 
from  toll. 

By  supplementary  act,  passed  in  1816,  this  company  was  author- 
ized to  commence  improvements  at  any  point  on  the  river,  but  money 
was  not  to  be  diverted  from  one  section  of  the  river  to  another.  The 
waterway  was  opened  from  Pliiladelphia  to  Mount  Carbon  in  1825.  A 
large  and  lucrative  business  was  carried  on  the  Schuylkill  Naviga- 
tion until  the  completion  of  the  Reading  Railroad  into  the  coal 
regions  in  1842.  In  1845,  the  company  was  empowered  to  build  and 
own  boats  and  to  rent  or  sell  them,  and  to  own  cars  to  transport 
freight  by  rail  to  and  from  the  river.  The  company  was  not  to  engage 
in  transportation.  In  the  same  year  the  legislature  authorized  the 
navigation  company  to  appoint  agents  at  any  place  in  the  United 
States  for  transfer  of  the  company's  stock.  This  act  expressly  provided 
that  no  loan  of  money  or  contracts  made  by  any  person  with  the  com- 
pany for  the  purpose  of  enlarging  their  works  should  be  deemed  to  be 
usurious  by  reason  of  a  higher  rate  of  interest  than  6  per  cent  on  such 
loans.  Beginning  in  1846  extensive  improvements  were  carried  out; 
but  this  expense,  and  the  damage  caused  by  the  flood  of  1850,  forced 
the  company  into  bankruptcy  and  led  to  a  reorganization  in  1852. 
In  1859  the  company  was  empowered  by  the  legislature  to  contract 
for — 

the  transportation  of  anthracite  coal  and  other  articles  upon  their  riavigation  and  to 
and  from  points  beyond  the  same  and  to  include  the  charge  for  such  transportation 
in  their  charge  for  tolls. 

The  water  route  continued  to  be  an  active  competitor  for  the  traffic 
until  1870,  when  the  Philadelphia  and  Reading  Railroad  leased  the 
Navigation  for  a  period  of  999  years. 

Relations  with  other  carriers. — According  to  the  statement  of  the 
Schuylkill  Navigation,  this  company  operates  its  own  works  and  is 
not  leased  to  any  railroad  company.  The  same  schedule,  however, 
shows  that  the  principal  office  of  the  company  is  the  Reading  Ter- 
minal, Philadelphia;  that  out  of  65,975  shares  of  preferred  stock, 
all  but  106  are  owned  by  the  Reading  Company  (the  holding  company 
for  the  Reading  Railroad  system),  and  that  out  of  13,270  shares  of 
common  stock,  the  Reading  Company  owns  12,907  shares. 

There  are  two  important  railway  lines  following  the  valley  of  the 
Schuylkill,  the  Pennsylvania  Railroad,  with  its  own  lines  and  con- 
nections reaching  the  Eastern  States,  the  Southern  States,  and  the 
Far  West,  and  the  Reading  Railway,  covering  all  important  points  in 
southeastern  Pennsylvania,  the  anthracite  coal  region,  and  with  its 
own  lines  extending  to  New  York. 

The  Schuylkill  Navigation  is  operated  as  a  public  highway  of 
the  State.     It  is  claimed  that  the  navigation  company  has  no  con- 


STATE   AND   PRIVATE    CANALS 


273 


trol  over  and  knows  nothing  about  freight  rates,  except  the  piib- 
hshed  schedule  for  antliracite  coal,  and  that  the  captains  of  barges  are 
at  liberty  to  make  their  own  rates  both  as  to  anthracite  coal  and 
coarse  freicrhts.  In  this  connection  it  may  be  added  that  there  are 
only  two  classifications  of  freight  on  the  navigation,  namely,  anthra- 
cite coal  and  miscellaneous  freight.  Transportation  appears  to  be  in 
the  hands  of  individual  captains,  either  owning  their  own  boats  or 
operating  under  leases,  the  boats  owned  being  kept  in  repair  by  the 
navigation  company.  There  is  only  one  private  line  of  boats,  namely, 
that  owned  and  operated  by  Capt.  Joseph  Hendren,  of  6619  Ridge 
avenue,  Roxborough,  Philadelplua.  It  is  claimed  that  the  owners 
and  lessees  of  boats  operated  on  the  Schuylkill  Navigation  are  not 
connected  in  any  way  with  railroads,  and  that  the  private  line  known 
as  Hendren's  Line  is  not  operated  in  connection  with  any  railroad. 
It  is  claimed  that  there  is  no  prorating  either  with  railroads  or 
transportation  agencies,  and  that  the  Schuylkill  Navigation  has  not 
for  many  years,  certainly  not  within  half  a  century,  received  any  aid 
from  the  State  of  Pennsylvania ;  that  it  has  never  received  any  aid  from 
the  United  States  Government,  and  that  neither  the  State  nor  the 
United  States  Government  has  any  financial  interests  in  the  Schuylkill 
Navigation  Company. 

Traffic. — The  greatest  part  of  the  traffic  through  this  canal — some  75 
per  cent — is  anthracite  coal,  the  remainder  being  what  is  known  as 
coarse  freight,  including  cordwood,  slag,  slacked  lime,  stone,  and  sand. 
The  anthracite  coal  tonnage  is  all  southbound,  as  are  also  slag  and 
slacked  lime.  Cordwood,  stone,  and  sand  traffic  is  northbound.  The 
annual  tonnage  for  ten  vears  has  been  as  follows: 

Tons. 

1897 72,  843 

1898 66,  849 

1899 83, 275 

1900 73, 976 

1901 80,  374 

1902 103,  400 

1903 64,  396 

1904 62, 162 

1905 59, 658 

1906 ^ 54,  354 

The  articles  of  merchandise  shipped  over  the  canal  in  1904  and  1905 
were  as  follows: 


Article. 

1904. 

1905. 

Direction. 

Anthracite  coal 

Tons. 

47, 736 

7,302 

6,165 

363 

29 

300 

267 

Tons. 

50,823 

533 

-7,038 

126 

17 

690 

431 

Slag  . 

Do 

Cordwood ...         .          ...            ... 

Miscellaneous 

Do. 

Do 

Slacked  lime 

Do. 

Stone  and  sand 

Vessels  employed  on  navigation. — The  number  of  vessels  operated 
on  the  waterway  by  agencies  other  than  the  Navigation  Company,  in 
1904  and  1905,  was  as  follows:  Canal  barges,  45  in  1904,  46  in  1905; 
number  of  boats  operated  by  the  company,  none  in  either  year.  It 
appears  that  most  of  the  boats  are  owned  by  the  company,  and 
operated  by  individuals  under  lease. 


274 


REPORT   OF    THE   INLAND    WATERWAYS   COMMISSION 


Finances. — The  authorized  capital  stock  of  the  company  is  iinHm- 
ited.  The  schedule  of  the  company,  furnished  the  Bureau  of  Corpo- 
rations, shows  that  there  are  now  79,245.24  shares  of  stock,  65,975 
being  preferred  and  13,270.24  being  common  stock,  of  the  par  value 
of  $50  each.  Tliis  makes  the  amount  of  capital  paid  in  $3,962,262. 
There  have  been  no  dividends  during  the  past  ten  years.  The  bonded 
indebtedness  of  the  company  is  $8,494,872.86,  represented  by  mort- 
gages drawing  6  and  7  per  cent. 

The  gross  earnings  for  1904  were  $61,533.60;  expenses,  main- 
tenance and  operating,  for  the  same  year,  $117,257.78.  Loss  on  oper- 
ating, $55,724.18.  In  this  year  a  destructive  flood  damaged  the  works 
of  the  company  and  caused  a  loss  estimated  at  $50,000.  In  1905,  the 
gross  earnings  were  $65,725.74;  expenses,  maintenance  and  operating, 
$68,722.18.     Loss  on  operating,  $2,996.44. 

Tolls. — The  follow^ing  rates  of  toll  on  anthracite  coal,  per  ton,  in 
cents,  are  from  collieries  in  Shamokin,  Mahanoy,  Schuylkill,  Lorberry, 
and  Lykens  Valley  district,  in  boats  using  the  Schuylkill  Navigation 
from  Port  Clinton: 


To— 


Prepared 

Pea 

sizes. 

coal. 

Cents. 

Cents. 

77 

62 

85 

70 

90 

75 

93 

78 

96 

81 

104 

89 

107 

92 

109 

90 

108 

89 

110 

80 

112 

82 

112 

82 

Smaller 

sizes. 


Hamburg 

Shoemakersville 

Mohersrille 

Leesport 

Reading 

Port  Union  and  Unionvillo 

Pottstown  and  Parkers  Landing 

Spring  City 

Black  Rock  Dam 

Philadelphia: 

Schuylkill  Front 

Manavunk 

!•  alls  of  Schuylkill 


Cents. 


The  above  rates  include  steam  to^vdng  between  Fairmount  Locks 
and  wharves  on  Schuylldll  Front.  They  also  include  loading  and 
trimming  but  are  exclusive  of  the  cost  of  unloading.  If  coal  is  shipped 
in  leased  boats,  a  propoirtion  of  the  freight  rate  for  boat  installment 
is  collected  from  the  shipper  with  the  tolls  and  noted  on  the  captain's 
bill  of  lading  as  so  much  freight  advanced.  There  are  local  rates  on 
miscellaneous  freight  wliich  are  unimportant.  The  tolls  allowed 
under  the  charter  are  prohibitory  under  business  conditions  which 
have  prevailed  for  many  years.  The  present  tolls  are  adjusted  to  meet 
present  conditions  and  are  lower  than  the  charter  rates,  and  are  fixed 
by  the  general  manager  of  the  company.  The  printed  sheets  are 
posted  for  the  information  of  the  public  at  collectors'  offices  and  at  all 
lock  offices  on  the  line  of  navigation. 

Recent  improvements. — The  only  canals  connected  with  this 
navigation  are  those  connecting  the  pools  created  by  dams  in  the 
river.  The  navigation  was  enlarged  in  1835  and  1836  to  a  5-foot  depth, 
and  again  in  1846-47  to  6^  feet,  wliich  is  its  present  depth.  During 
the  past  few  years  2  new  dams — No.  18  and  No,  31 — have  been 
rebuilt,  replacing  old  structures,  and  one  dam — No.  22 — has  been 
partially  rebuilt  and  strengthened.  A  permanent  concrete  super- 
structure has  been  ])uilt  for  the  cut  stone  aqueduct  crossing  Alle- 
gheny Creek.     Dam  No.  25  and  the  connecting  canal  and  the  mechani- 


STATE   AND   PRIVATE    CANALS  275 

cal  structures  on  the  first  level  of  the  Giranl  Canal  have  been  rebuilt 
and  enlarged  to  adapt  them  to  water-power  installation.  No  addi- 
tions have  been  made  to  floating  equi])ment,  except  one  steam  tug. 
Ojyinion  of  manager.— Mr.  E.  F.  Smith,  general  manager  of  the 
Schuylkill  Navigation,  makes  the  following  statement: 

The  disposition  for  forty  years  past  has  been  for  manufacturing  establishments  to  get 
away  Irom  the  river  and  locate  on  the  railway  lines,  where  they  can  have  siding  con- 
nections, not  only  for  handling  coal  vised  for  steam  purposes,  l)ut  for  shipment  of 
manufactured  products  as  well.  There  is  no  disposition  on  the  part  of  the  manufactur- 
ers, even  at  lower  rates  prevailing  on  canals,  to  use  them. 

The  tendency  more  and  more  is  to  use  the  railway  lines,  not  because  the  service  is 
better,  but  because  it  is  more  convenient.  It  is  easier  and  better  to  handle  a  car  put 
on  a  siding  at  the  factory,  or  mercantile  establishment,  than  it  is  to  unload  a  cargo  from 
a  canal  barge  and  haul  it  to  the  factory.  In  handling  by  rail  the  consignee  has  only  to 
deal  with  the  agent  of  the  railway  company,  from  whom  he  obtains  the  service,  and  to 
whom  he  pays  the  freight  charge.  In  handling  by  canal  he  must  make  two  settlements, 
one  Avith  the  indi\'idual  captain  for  freight  and  the  other  with  the  canal  company  for 
tolls.  It  is  this  complex  process  as  much  as  anything  that  has  hurt  the  business  on  the 
water  lines. 

I  have,  myself,  to-day  a  carload  of  machinery  coming  from  a  point  on  the  Erie  Canal, 
which  I  prefer  to  have  come  by  rail,  because  it  will  be  placed  for  me  on  a  siding  in  the 
city  of  Philadelphia,  adjoining  the  plant  in  which  it  is  to  be  used,  and  in  every  way  it 
is  more  convenient  and  more  satisfactory  than  if  it  could  have  been  shipped  via  the 
Erie  Canal  to  New  York  City,  and  there  transferred  to  the  Clyde  Line,  reaching 
Philadelphia  by  water. 

I  am  unable  to  suggest  what  would  increase  the  efficiency  and  usefulness  of  the 
Schuylkill  Navigation  beyond  what  we  are  now  doing,  namely,  to  sell  or  lease  under 
the  provisions  of  its  charter  the  water  power  of  the  river,  and  to  continue  to  serve  by 
the  carrying  of  coal  and  freight  such  local  industries  as  are  still  located  upon  its 
lines. 

There  has  been  little  or  no  increase  in  these  industries  in  the  past  quarter  of  a  cen- 
tury. In  fact  they  have  rather  decreased,  and  the  larger  ones  which  for  many  years 
past  depended  upon  the  canal  for  transportation  facilities  have  withdrawn  and  are 
now  served  by  one  or  the  other,  or  both  of  the  railways  with  the  more  convenient  siding 
facilities. 

Traffic  upon  the  canals  has  therefore  decreased  naturally  and  not  through  any  efforts 
on  the  part  of  the  railroads  to  bring  about  the  change.  On  the  contrary  it  has  been 
brought  about  by  the  disposition  of  both  the  consignor  and  consignee  to  use  the  more 
modern  way  of  doing  business  as  being  easier  and  more  convenient  in  every  way. 

As  to  the  Schuylkill  Navigation  the  depth  of  water  is  too  little  and  capacity  of 
the  barges  too  small,  to  enable  it  to  compete  any  longer  with  railroads  using  80,000 
and  100,000  pound  capacity  cars,  either  in  tonnage  or  in  the  convenience  of  handling 
and  delivering  to  shippers. 

CANALS  IN  DELAWARE  AND  MARYLAND 
CHESAPEAKE    AND  DELAWARE    CANAL 

Description. — The  Chesapeake  and  Delaware  Canal  extends  from 
Delaware  City  on  the  Delaware  River,  in  the  State  of  Delaware,  to 
Chesapeake  City  (Back  Creek  on  Elk  River) ,  head  of  Chesapeake 
Bay,  in  the  State  of  Maryland.  The  length  of  the  canal  is  13|  miles, 
12  of  which  are  in  Delaware  and  the  remainder  in  Maryland. 
There  are  no  branches. 

Work  on  the  canal  was  begun  in  1824  and  the  canal  was  opened  for 
navigation  in  1829.  There  are  3  locks,  each  being  24  feet  wide  and 
220  feet  long.  The  surface  width  of  the  canal  is  66  feet,  and  vessels 
of  9  feet  draft  can  pass  tlii'ou^h  the  waterway.  The  motive  powers 
employed  on  the  canal  are  tug  boats  and  mules.  All  bridges  are  open 
drawbridges,  so  there  is  no  necessity  for  striking  topmasts.  The 
cost  of  construction,  according  to  the  schedule  of  the  company 
received  by  the  Bm-eau  of  Corporations,  has  been  about  $4,000,000. 


276  REPORT  OF   THE   INLAND   WATERWAYS   COMMISSION 

The  original  cost,  according  to  the  Agnus  Commission  of  1906,  was 
$2,250,000,  of  which  one-fifth  was  paid  by  Congress,  $100,000  by 
the  State  of  Pennsylvania,  $50,000  by  the  State  of  Maryland,  $25,000 
by  the  State  of  Delaware,  the  remainder  bemg  contributed  by  the 
citizens  of  the  tln'ee  States. 

The  canal  is  usually  open  nearly  the  whole  year,  and  not  only  short- 
ens the  distance  between  Baltimore  and  Philadelphia,  but  forms  an 
important  link  in  the  system  of  inland  waterways  between  the  North 
and  the  South. 

History. — The  Chesapeake  and  Delaware  Canal  Company,  the 
owner  of  this  waterway,  was  incorporated  under  the  laws  of  Maryland 
December  7,  1799,  and  under  the  laws  of  Delaware  and  Pennsylvania 
January  29,  1801,  and  February  19,  1801,  respectively.  The  original 
authorized  capital  stock  was  $500,000.  The  State  of  Maryland 
in  1812  subscribed  for  $50,000  of  the  capital  stock,  at  a  par  value  of 
$200  per  share.  (Value  of  shares  reduced  in  1867  to  $50  per  share.) 
The  number  of  shares  now  held  by  the  State  of  Maryland  is  1,625. 
The  United  States  Government  subscribed  $450,000  to  the  enter- 
prise, which  has  been  increased  by  stock  dividends  to  14,625  shares. 
The  present  amount  of  stock  outstanding  is  $1,903,238.50,  all  of 
which  is  common.  The  bonded  indebtedness  of  the  company  is 
$2,602,950,  drawing  4  per  cent  interest.  No  dividends  have  been 
declared  since  1876. 

Financial. — -According  to  the  statement  of  the  canal  managers, 
fiu-nished  the  Bureau  of  Corporations,  the  net  and  gross  earnings  of 
the  compan}^  for  1904  and  1905  were  as  follows: 


1904. 

1905. 

Revenue  earned 

$154,319.93 
53,543.42 

$168,032.43 

Expenses  paid 

62, 533. 92 

Net  revenue 

100,776.51 

105, 498. 51 

Tolls. — According  to  the  toll  sheet  of  the  company  tolls  are 
charged  on  weight.  The  weight  includes  that  of  the  package  and 
its  contents.  The  packages  are  requned  to  have  their  weight  marked 
thereon.  In  the  absence  of  such  marks  the  collector  of  tolls  is 
authorized  under  the  rules  of  the  company  to  take  such  packages  as 
"Not  enumerated  and  unknown"  and  charge  accordingly.  The 
rates  of  toll  are  specified  with  great  minuteness  in  12  pages  of  the 
toll  sheet,  and  there  are  special  rates  of  toll  on  vessels  to  and  from 
Norfolk,  York  River,  and  points  south. 

The  following  statement  shows  the  rates  on  some  of  the  more 
important  freight  passing  through  the  canal: 

Agriciiltural  productions,  not  enumerated  (per  bushel,  2  cents),  per  1,000 
pounds $0. 35 

Agricultural  implements,  not  otherwise  mentioned per  1,000  pounds. .       .  40 

Apples  (per  barrel,  3  cents) per  ton. .       .  30 

per  cubic  foot 02 

per  keg 04 

per  one-half  barrel 06 

per  barrel 10 

per  tierce 30 

per  hogshead  or  crate . .       .50 
1  per  112  pounds 10 

Bacon,  beef,  and  pork  (per  barrel,  8  cents) per  1,000  pounds. .       .  20 


Articles  of  merchandise,  not  enumerated  and  un- 
known, in  boxes  or  bales 


STATE   AND   PRIVATE    CANALS  277 

Boats,  empty  steamers,  vessels,  and  barges: 

Under  40  tons  register  tonnage each. .  $4. 00 

40  tons  and  under  80  tons,  tonnage do. . .     6. 00 

80  tons  and  under  120  tons,  tonnage do. . .     8.  00 

120  tons  and  over,  tonnage do. . .  10. 00 

Bricks: 

Common per  ton . .       .20 

Fire do 30 

Cars: 

Box  cars each. .     G.  00 

Small  dump  cars do —     2. 00 

Platform  cars do. . .     3. 00 

Coal per  2,240  pounds. .       .  20 

Cotton  yarn per  1,000  pounds. .       .  45 

Fertilizers  (guano,  tankage,  muriatic,  potash,  and  other  chemicals  for  ferti- 
lizers)  per  1,000  pounds. .       .  25 

Floiu-  and  corn  meal  (per  barrel,  6  cents) per  ton . .       .40 

Grain : 

Wheat per  bushel. .       .  01 

Rye,  corn,  barley,  and  malt do 01 

Oats do 0075 

Ice per  ton. .       .30 

Iron: 

Pig,  blooms,  old,  or  scrap do 20 

Castings  of  all  kinds  (except  stoves  and  pipes) per  1,000  pounds. .       .  16 

Lumber  (boards,  planks,  and  scantling  in  vessels  and  floats,  board  meas- 

m-e) per  M  feet. .       .  30 

Machinery per  1,000  pounds. .       .  25 

Naval  stores  (rosin,  Carolina  pitch,  turpentine  (per  barrel,  5  cents) do 18 

Oil  (petroleum  or  coal  oil,  per  barrel,  6  cents): 

In  bulk per  2,000  pounds. .       .  20 

In  80-pound  cases each . .       .  015 

All  other  kinds per  barrel . .       .09 

Salt  (per  bushel,  1  cent;  sack,  3  cents) per  1,000  pounds. .       .  15 

Sewing  machines each. .       .  40 

Shingles: 

Cedar,  above  2  feet per  M . .       .30 

Cedar,  2  feet  and  under do 25 

Pine  and  cypress,  above  2  feet do 20 

Pine  and  cypress,  2  feet  and  under do 15 

Slate per  M. .       .15 

Sugar per  1,000  pounds. .       .  20 

Tar,  North  Carolina per  ton. .       .  30 

Tomatoes 10  baskets. .       .  06 

Tobacco : 

Leaf per  1,000  pounds. .       .  35 

Manufactured do 45 

Watermelons '. per  100. .       .  25 

Wool per  1,000  pounds. .       .  40 

A  rule  of  tlie  company  requires  that — 

All  loaded  vessels  must  present  bill  of  lading  or  pay  toll  on  cargo  as  estimated  by 
company's  collector.  Consignee's  certificates  of  the  total  cargo  as  discharged  must  be 
returned  to  collector  for  adjustment  of  tolls. 

Vessels  that  do  not  pass  through  the  entire  canal  pa}^  as  follows: 

For  passing  from  any  place  on  either  level  to  another  place  on  the  same  level, 
quarter  tolls. 
From  any  part  of  the  upper  level  to  the  lower  level,  half  tolls. 
From  the  upper  level  to  either  side  locks,  three-fourths  tolls. 
For  passing  both  locks  of  the  upper  level,  full  tolls  to  be  charged. 
From  the  Delaware  River,  to  any  place  short  of  the  4-mile  post,  quarter  toll. 
To  St.  Georges,  below  the  lock,  half  toll. 

A  regulation  of  the  company  requkes  that  tolls  shall  be  paid  at  the 
fu'st  lock  passed  by  vessel,  on  payment  of  which  the  master  receives  a 
pass  bill  setting  forth  the  amount  of  tolls  paid  and  the  time  of  entering. 
This  bill  must  be  exliibited  to  the  keeper  of  each  lock  before  passing 


278 


REPORT   OF    THE   INLAND    WATERWAYS   COMMISSION 


the  same,  and  must  be  surrendered  to  the  collector  before  entering  the 
last  lock.  Vessels  applying  for  passage  out  of  the  canal  and  exhibit- 
ing no  pass  bill  are  required  to  pay  full  toll  for  the  whole  canal. 

Another  regulation  prescribes  that  for  any  vessels  passing  through 
the  canal  without  paying  the  prescribed  tolls  either  of  the  collectors 
is  authorized  by  law — 

To  seize  such  vessels  wherever  found  and  sell  the  same  at  auction  for  ready  money; 
which,  so  far  as  necessary,  shall  be  applied  toward  paying  the  said  tolls  and  all  the 
expenses  of  seizure  and  sale  and  to  enforce  the  penalties. 

No  vessel  is  allowed  to  carry  sail  on  the  canal,  nor  may  any  vessel 
of  any  description  pass  through  the  canal  or  any  part  of  it  at  a  rate 
exceeding  4^  miles  an  hour,  except  by  permission  of  the  president  of 
the  board  of  directors. 

No  vessels  are  allowed  to  use  steam  on  the  canal,  except  by  permit 
issued  from  the  office  of  the  company,  which  reserves  the  right  at 
any  time  to  withdraw  the  privilege  of  so  using  steam. 

Towage. — The  rates  of  towage  for  sailing  vessels  and  barges 
through  the  canal,  including  all  lock  towing,  according  to  the  sheet 
of  the  Canal  and  Back  Creek  Towing  Company,  are  as  follows: 

Table  90 — Rates  of  towage,  Chesapeake  and  Delaware  Canal 


Sailing  Vessels. 


Loaded. 


Light. 


Under  20  tons,  custom-house  register 

20  tons  and  under   30  tons 

30  tons  and  under    40  tons 

40  tons  and  under   50  tons 

50  tons  and  under   00  tons 

60  tons  and  under    70  tons 

70  tons  and  under   80  tons 

80  tons  and  under   90  tons 

90  tons  and  under  100  tons 

100  tons  and  under  110  tons 

110  tons  and  under  120  tons 

120  tons  and  under  130  tons 

130  tons  and  under  140  tons 

140  tons  and  under  150  tons 

150  tons  and  under  160  tons 

160  tons  and  under  170  tons 

170  tons  and  under  180  tons 

180  tons  and  under  190  tons 

190  tons  and  under  200  tons 

200  tons  and  upward 

Barges. 

Under  250  tons 

250  tons  and  under  275  tons 

275  tons  and  under  300  tons 

300  tons  and  under  325  tons 

325  tons  and  under  350  tons 

350  tons  and  under  375  tons 

375  tons  and  under  400  tons : 

400  tons  and  under  425  tons 

425  tons  and  under  450  tons 

450  tons  and  under  475  tons 

475  tons  and  under  500  tons 

500  tons  and  under  525  tons 

525  tons  and  under  .550  tons 

650  tons  and  under  575  tons 

575  tons  and  under  tKK)  tons 

600  tons  and  under  625  tons 

625  tons  and  under  <i50  tons 

650  tons  and  umlrr  675  tons 

675  tons  and  under  7(K)  tons 

700  tons  and  under  725  tons 

725  tons  and  under  750  tons 

750  tons  and  under  775  tons 

775  tons  and  under  800  tons 

800  tons  and  under  825  tons 

Towage  to  be  paid  at  collector's  office  from  which  the  vessel  takes  tu; 


$3.50 

3.75 

4.00 

4.25 

6.50 

6.75 

7.00 

7.25 

7.50 

7.75 

8.00 

8.25 

8.75 

9.25 

9.75 

10.25 

10.75 

11.25 

11.75 

12.25 


$3.50 
3.75 
4.00 
4.25 
4.50 
4.75 
5.00 
5.25 
5.50 
5.75 
6.00 
6.25 
6.75 
7.25 
7.75 
8.25 
8.75 
9.25 
9.75 

10.25 


Loaded. 


$9.00 

$6.00 

10.00 

7.00 

10.50 

7.50 

11.00 

8.00 

11.50 

8.50 

12.00 

9.00 

12.50 

9.50 

13.00 

10.00 

13.50 

10.50 

14.00 

n.oo 

14  50 

11.50 

15.50 

12.50 

16.00 

13.00 

16. 50 

13.50 

17.00 

14.00 

17.50 

14.50 

18.00 

15.00 

18.50 

15.50 

19.00 

16.00 

19.50 

16.50 

20.00 

17.00 

20.50 

17.50 

21.00 

18.00 

21.50 

18.50 

Light. 


STATE   AND   PKIVATE    CANALS 


279 


Traffic. — The  freight  passing  tlu'ough  this  canal  is  composed  largely 
of  coal,  lumber,  fertilizers,  pig  iron,  and  miscellaneous  articles.  The 
annual  tonnage  for  ten  years  has  been  as  follows: 


Net  tons. 

1896 675,226 

1897 726,  582 

1898 752,537 

1899 617,  798 

1900 639,  548 

This  was  distril)uted  as  follows: 


Net  tons. 

1901 667,808 

1902 623,  200 

1903 704,  147 

1904 706,  226 

1905 701,  955 


1904. 

1905. 

Net  tons. 
490,  b07 
215, 619 

Net  tons. 
455, 081 

Westward 

246, 874 

Total 

706,226 

701,955 

The  articles  shipped  over  the  canal  in  1904  and  1905  were  as  follows: 
Table  91 — Traffic  of  Chesapeake  and  Delaware  Canal,  1904-1905 


Articles. 


Tonnage. 


1904. 


1905. 


Lumber,  eastward 

Coal,  westward 

Miscellaneous  articles: 

Eastward 

Westward 

Wood,  eastward 

Shells  and  sand: 

Eastward 

Westward 

Railroad  sills,  eastward 

Iron,  pig,  eastward 

Fertilizers,  westward . . 


Net  tons. 
2C7, 439 
105, 774 

44, 627 
76,505 
65,579 

35.830 
15,968 
52, 790 
24,342 
17,372 


Net  tons. 
2.35,311 
111,158 

75,257 

105,996 

64, 926 

22, 198 
17,384 
31,270 
26, 119 
12,336 


The  canal  company  itself  is  not  engaged  in  transportation,  and, 
according  to  the  statement  of  the  managers,  is  not  leased  to  any  rail- 
road. Railroads  do  not  prorate  with  the  canal  company.  Various 
navigation  agencies  operate  on  the  canal,  the  most  important  being 
the  Baltimore  and  Philadelphia  Steamboat  Company  (Ericsson  Line), 
said  to  enjoy  special  privileges  from  the  canal  company ;  and  the  Back 
Creek  Towing  Company,  which  appears  to  have  had  a  practical 
monoply  of  towing  barges  through  the  canal  except  those  belonging 
to  the  owners  of  tugs. 

Vessels  employed  on  the  canal. — Approximately  950  vessels  oper- 
ating on  the  canal  in  1904  and  1905  made  the  following  number  of 
trips : 


Class. 

Number 
of  trips. 

1904. 

1905. 

Towing .     .... 

2,553 

1,513 

132 

2  866 

Steam 

1,930 
222 

Rafts  of  piling 

Total 

4,198 

5,018 

280  KEPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 

Tolls  on  passenger  traffic. — It  appears  that  the  canal  company, 
supposing  it  had  the  right  to  charge  toll  on  passengers,  commenced 
doing  so  on  the  opening  of  the  canal  in  1829  when  the  Citizens' 
Line  between  Philadelphia  and  Baltimore  began  to  carry  passengers 
through  the  canal,  for  wliich  they  paid  toll  to  the  canal  company 
until  1831.  In  1830  the  Union  Line  from  New  Castle  put  on  a  line  of 
passenger  barges,  paying  the  canal  company  compensation  for  the 
passengers  using  the  canal.  This  toll  charge  on  passenger  traffic 
appears  to  have  continued  until  1844,  when  the  authority  was  con- 
tested. On  February  23,  1844,  the  Baltimore  and  Philadelphia 
Steamboat  Company,  popularly  known  as  the  Ericsson  Line,  was 
chartered  by  the  Maryland  legislature,  and  from  the  time  of  its 
incorporation  to  the  present  day  has  operated  its  boats,  carrying 
both  freight  and  passengers  through  the  canal.  This  line  runs  two 
boats  daily.  The  efforts  of  the  canal  company  to  secure  amend- 
ments to  its  charter  by  which  the  toll  on  passengers  may  be  renewed 
has  been  resisted  by  the  Ericsson  Line.  A  long  controversy  has 
existed  between  the  managers  of  the  canal  company  and  the  officers 
of  the  Baltimore  and  Philadelphia  Steamboat  Company  (Ericsson 
Line). 

.CHESAPEAKE  AND  OHIO  CANAL 

Description. — The  Chesapeake  and  Ohio  Canal  is  a  private  canal. 
It  extends  along  the  Potomac  River  on  the  JNJaryland  side  from 
Cumberland,  Md.,  to  Wasliington,  D.  C,  at  which  point  there  is  a 
tide  lock  connecting  with  the  Potomac  River.  It  is  a  towpath  canal, 
mules  being  used  as  motive  power.  Its  length  is  185  miles,  which 
includes  four  miles  of  slack-water  navigation.  The  period  of  naviga- 
tion is  eight  to  nine  months — from  March  to  December.  The  total 
cost  of  construction  to  May  2,  1907,  as  reported  by  the  trustees, 
was  $11,620,337.35.  The  chief  commodity  carried  is  bituminous 
coal  from  mines  above  Cumberland. 

The  canal  varies  in  width  at  the  surface  from  55  to  65  feet,  and  from 
30  to  42  feet  at  the  bottom,  and  is  constructed  for  a  depth  of  6  feet 
throiighout.  The  ascent  of  609.7  feet  is  overcome  by  78  locks,  with 
an  average  lift  of  a  little  over  8  feet,  and  a  tide  lock  that  connects 
Rock  Creek  basin  with  the  Potomac  River,  The  locks  are  100  feet 
long  and  15  feet  wide  in  the  clear. 

Control. — The  affairs  of  the  canal  are  managed  by  two  trustees — H.  L. 
Bond,  jr.,  of  Baltimore,  Md.,  general  attorney  for  the  Baltimore  and 
Ohio  Railroad  Company,  and  Joseph  L.  Bryan,  of  Richmond,  Va., 
trustees  for  the  bondholders  of  the  issue  of  1844,  the  interest  of  the 
bondholders  of  the  issue  of  1878  (referred  to  below)  having  been 
purchased  by  the  bondholders  of  1844,  the  latter  being  subrogated 
to  the  rights  of  the  former.*  The  entire  bond  issue  of  1878,  amounting 
to  $500,000,  was  held  by  the  Baltimore  and  Oliio  Railroad  on  June 
30,  1906.''  At  that  date  the  Baltimore  and  Ohio  Railroad  also  held 
$861,000  of  the  bond  issue  of  1844  and  $5,800  of  the  stock  of  the 
Chesapeake  and  Ohio  Canal  Transportation  Company.  Regarding 
the  bond  issue  of  1878,  the  entire  amount  of  wliich  is,  as  stated  above, 

«  State  of  Maryland  v.  Brown,  74  Md.,  484  (1890). 
b  Moody's  Manual,  1907,  p.  296. 


STATE  AND   PRIVATE    CANALS  281 

o^^^led  by  the  Baltimore  and  Ohio  Railroad,  the  following;  statement 
appears  in  the  Sixty-first  Annual  Report  of  the  President  of  the 
Chesapeake  and  Ohio  Canal  Company  to  the  stockholders,  dated 
January  10,  1889. 

By  the  terms  of  the  act  authorizing  the  issue  of  these  bonds,  the  holder  or  holders  of 
a  majority  of  said  bonds  are  authorized  to  foreclose  the  mortgage  whenever  three  succes- 
sive coupons  shall  be  in  default.  Up  to  this  time  the  holders  have  not  taken  action, 
but  as  a  majority  of  these  bonds  are  held  by  the  Baltimore  and  Ohio  Railroad  Com- 
pany, we  do  not  anticipate  that  any  action  will  be  taken  in  the  near  future. 

At  that  data  four  interest  coupons  were  due  and  unpaid.  The  report 
continues : 

If  the  bondholders  of  1878  were  to  enforce  their  lien,  the  State  would  probably  be 
powerless  to  protect  its  interest. 

In  respect  to  the  interest  of  railroads  in  the  stock  of  the  canal  company, 
the  interest  of  the  State  of  Maryland  in  the  canal  property  was  sold 
to  F.  S.  Landstreet,  a  director  of  the  Western  Maryland  Railroad 
Company,  who  was  said  to  be  disposed  to  cooperate  \\'ith  the  present 
management  of  the  canal.  It  is  thought  that  this  stock  ma}^  event- 
ually be  turned  over  to  the  canal  company  or  its  creditors  as  a  part 
of  the  consideration  for  obtaining  a  right  of  way  for  the  railroad  over 
the  canal  propert}^.  In  August,  1907,  Mr.  Landstreet  transferred  his 
interest  in  the  canal  to  the  Continental  Trust  Company  of  Maryland. 

For  a  statement  of  the  interest  held  by  the  United  States  and 
others,  including  that  formerly  held  by  the  State  of  Marjdand,  see 
below,  page  283. 

Operating  agencies. — The  canal  is  under  its  charter  rather  a  public 
highway  than  a  transportation  concern,  and  is  not  in  any  sense  a 
common  carrier.  The  canal  company  proper  owns  no  boats  nor 
barges.  It  has  the  right  to  manage  the  canal  and  to  regulate  the 
vessels  navigating  it,  and  to  prescribe  charges  for  such  navigation. 

According  to  the  schedule  of  the  Chesapeake  and  Ohio  Canal  Com- 
pany received  by  the  Bureau  of  Corporations,  railroads  do  not  prorate 
with  the  canal  companj",  nor  with  an}^  of  the  transportation  agencies 
operating  on  the  canal,  although  efforts  have  been  made  to  get  the 
Western  Maryland  Railroad  to  prorate.  There  are  about  120  canal 
boats  operating  on  the  canal,  of  which  102  are  owned  by  the  Consoli- 
dation Coal  Company  of  Baltimore,  Md.,  a  Maryland  corporation. 
The  capital  stock  of  this  company  authorized  and  issued  amounts  to 
$10,250,000,  of  which  until  May,  1906,  the  Baltimore  and  Ohio  Rail- 
road owned  $5,353,200,  a  majority,"  The  canal  boats  owned  by 
the  Consolidation  Coal  Company  are  operated  by  the  Canal  Towage 
Company  of  Washington,  D.  C,  a  West  Virginia  corporation,  capital- 
ized for  $5,000,  the  entire  issue  being  owned  by  the  Consolidation 
Coal  Company,  to  which  the  Canal  Towage  Company  pays  trippage 
calculated  on  the  number  of  tons  carried.  These  boats  carry  about 
115  tons  each.  The  dividends  of  the  Canal  Towage  Company  were 
50  per  cent  in  1904,  150  per  cent  in  1905,  and  50  per  cent  in  1906. 
The  gross  earnings  of  this  companv  in  1905  were  $141,246.73;  operat- 
ing expenses,  $134,380.72;  and  the  net  earnings,  $8,390.66. 

Some  20  boats  are  operated  on  the  canal  by  individuals.  One 
steam  freight  boat  also  runs  on  the  canal. 

a  Moody's  Manual,  1907,  p.  1011. 
31673— S.  Doc.  325,  60-1 19 


282  KEPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 

Tolls. — The  toll  on  everything  except  coal  is  "based  on  mileage. 

First  class — 1  cent  per  ton  per  mile  for  the  first  20  miles  and  one- 
half  cent  per  ton  per  mile  for  each  mile  in  addition  to  the  first  20.  Sec- 
ond class — 1  cent  per  ton  per  mile  for  the  first  20  miles  and  one-fourth 
cent  for  each  mile  in  addition  to  the  first  20. 

Tolls  on  coal  are  adjusted  in  proportion  to  the  delivery  rate  from 
the  mine.     Rates  for  the  season  of  1906  were  as  follows: 

Cents. 

Washington,  coastwise 10 

River  forts 20 

Alexandria 25 

Local  consumption  in  Washington,  depending  on  point  of  delivery 25  to  50 

Williamsport,  depending  on  point  of  delivery  by  Western  Maryland  and  Cum- 
berland Valley  railroads,  reshipment  from  Williamsport 5  to  25 

The  rate  on  coal  for  intermediate  deliveries  along  the  line  varies 
from  25  to  50  cents. 

Traffic. — Motive  power  is  furnished  by  mules.  The  Canal  Towage 
Company  appears  to  own  its  animals.  This  company  usually  carries 
for  all  who  offer,  but  it  is  not  a  common  carrier,  and  its  rates 
are  therefore  in  the  nature  of  contractual  agreements.  Practically 
its  entire  business  is  the  transportation  of  bituminous  coal  from 
Cumberland,  Md.,  to  Washington,  D.  C.  Some  little  coal  is  carried  to 
intermediate  points,  and  some  small  quantities  of  other  commodities 
as  return  cargoes.  Other  commodities  passing  through  the  canal 
are  farm  products,  general  merchandise,  etc.  Freight  rates  on  coal, 
including  canal  tolls  from  Cumberland  are: 

To  Hancock  and  Williamsport $0.  70 

To  Sharpsburg  and  Shepherdstown 90 

To  Antietam 1. 00 

To  Harpers  Ferry 1. 05 

To  Brunswick  and  Point  of  Rocks 1. 18 

To  Point  of  Rocks  and  Washington 1.  35 

Coal  tonnage  passing  through  the  canal  amounted  to  206,629  tons 
in  1904,  174,920  tons  in  1905,  and  197,768  tons  in  1906,  carried  by 
the  Canal  Towage  Company. 

The  total  tonnage  carried  tlu"ough  the  canal  annually  during  the 
past  ten  years  was  as  follows : 

Tons.  Tons. 


1897 311,  004 

1898 320,  145 

1899 296,  100 

1900 244,  108 

1901 284,  857 


1902 233,  345 

1903 278,  945 

1904 287,  705 

1905 219,867 

1906 225,  142 


From  a  comparison  of  the  above  figures,  it  appears  that  the  bulk 
of  the  business  on  the  canal  is  carried  on  by  the  Canal  Towage  Com- 
pany. At  Wasliington  the  coal  is  transshipped  to  barges  of  the 
Consolidation  Coal  Company  and  cleared  for  various  Atlantic  ports 
of  the  United  States. 

Financial. — The  gross  earnings,  expenses,  and  deficits  of  the  canal 
company  for  1904  and  1905  were  as  follows: 


1904. 


1905. 


Gross  earnings. 
Expenses , 

Deficit 


$93, 618.  89 
117,181.89 


$87, 435. 95 
104, 208. 92 


23, 563. 00 


16, 772. 97 


STATE  AND  PRIVATE   CANALS 


283 


No  authentic  statistics  regarding  the  operations  of  the  company 
prior  to  the  time  when  the  present  trustees  took  charge  are  available. 
The  outstanding  capital  is; 

Prefen-ed  stock,  amount  issued $4,  375,  000. 00 

Common  stock,  amount  issued 3,  898,  124.  44 

Bonds  and  other  indebtedness 4,  199,  500. 00 

Total 12,  472,  624. 44 

History. — This  waterway  was  inspired  by  George  Wasliington,  and 
had  its  origin  in  the  formation  of  the  Potomac  Company,  of  which  he 
was  president.  As  the  result  of  a  conference  held  December  20, 1784, 
between  delegates  from  Maryland  and  Virginia,  these  two  States  passed 
laws  authorizing  the  formation  of  a  company'  for  the  improvement 
of  the  Potomac  River,  and  each  State  aided  the  enterprise  by  sub- 
scribing to  the  stock  of  the  company.  So  long  as  General  Wash- 
ington remained  the  head  of  the  company  work  was  vigorously 
prosecuted,  but  the  project  languished  from  the  time  of  his  resigna- 
tion in  1789  to  become  President  of  the  United  States.  Shortly 
afterwards  work  was  practically  abandoned,  although  a  very  con- 
siderable portion  of  the  work  of  building  a  canal  around  certain  falls 
in  the  river  had  been  completed.  Commissioners  were  appointed  in 
1822  to  examine  the  affairs  of  the  Potomac  Company,  and  upon  an 
adverse  report  by  them  to  the  legislatures  of  the  States  of  Maryland 
and  Virginia,  the  company,  in  1823,  signified  its  willingness  to  sur- 
render its  charter  to  a  new  company.  The  project  of  a  canal  was 
approved  by  the  commissioners,  and  as  the  result  of  a  meeting  of  200 
delegates  from  Virginia,  Maryland,  Pennsylvania,  and  the  District  of 
Columbia  at  Wasliington  in  1823,  the  Chesapeake  and  Oliio  Canal  was 
incorporated  in  1825  by  a  series  of  legislative  acts  by  which  an  agree- 
ment was  reached  between  the  States  of  Virginia,  Maryland,  and  Penn- 
svlvania  and  the  United  States.  The  capital  stock  was  to  consist  of 
$6,000,000,  divided  into  60,000  shares  of  8100  each.«  The  commer- 
cial advantage  of  the  canal  to  the  cities  of  Alexandria  and  Wash- 
ington as  opposed  to  the  city  of  Baltimore  aroused  the  bitterest 
political  agitation  and  hostility  in  the  State  of  Marjdand.  Baltimore 
considered  that  her  financial  and  commercial  supremacy  would  be 
much  impaired  by  the  construction  of  the  canal,  and  to  meet  this 
competition  for  the  control  of  the  western  trade,  wiiich  up  to  that 
time  had  been  largely  transported  over  the  turnpike  roads  leading 
to  Baltimore,  the  project  of  the  Baltimore  and  Oliio  Railroad  was 
conceived.  These  two  enterprises — the  Chesapeake  and  (5iiio  Canal 
and  the  Baltimore  and  Ohio  Railroad — began  their  career  at  the 
same  time.  The  ceremonies  attending  the  commencement  of  each 
were  held  on  the  same  day — July  4,  1828 — in  Washington  and  Balti- 
more, respectively. 

At  this  time  the  capital  stock  subscribed  to  the  canal  was  as 
follows : 


Shares. 

Value. 

Shares. 

Value. 

United  States 

10.000 
10,000 

$1,000,000 
1.000.000 

20 
6,074 

$2,000 
C07  400 

Washington  City 

Individuals 

Maryland 

5.000          500,000 
2,500          250,000 
2,500        2.'in.nm 

Total 

Alexandria 

36,094 

3,609,400 

Georgetown 

o  Tenth  Census  of  the  United  States,  Vol.  IV,  Canals,  p.  16. 


284  .  EEPOET   OF   THE  INLAND   WATERWAYS   COMMISSION 

The  railroad  stock  was  largely  oversubscribed  by  individuals. 
Afterwards  attempts  were  made  to  secure  aid  for  the  raihoad  from 
the  United  States,  but  they  were  opposed  by  the  canal  influences  and 
were  unsuccessfid.  These  two  enterprises  fought  each  other  bitterly, 
and  their  history  is  a  struggle  for  supremacy.  The  difficulty  of  pro- 
curing funds  to  carry  on  the  work  delayed  operations  in  both  com- 
panies. 

The  United  States  would  make  no  further  contributions  to  the 
canal.  In  1834,  the  State  of  Maryland  loaned  the  canal  $2,000,000; 
and  in  the  next  few  years  made  further  stock  subscriptions  aggre- 
gating $4,500,000;  and  for  this  aid  received  a  mortgage  on  the  prop- 
erty, tolls,  and  revenues  of  the  canal.  Wlien  this  had  all  been 
expended  the  canal  had  not  been  completed.  The  State  refused  to 
make  further  appropriations  or  loans,  but  in  1844,  to  assist  the  com- 
pany in  raising  money  from  outside  sources,  the  State  authorized  the 
company  to  issue  bonds  to  the  amount  of  $1,700,000,  and  waived 
the  liens  of  the  State  upon  the  tolls  and  revenues  of  the  canal,  the 
entire  net  tolls  and  revenues  being  pledged  for  the  payment  of  the 
interest  and  to  provide  a  sinking  fund  for  the  redemption  of  the 
bonds  at  their  maturity.  The  company  was  authorized  to  exe- 
cute an}^  mortgage  necessary  to  give  the  fullest  effect  to  the  pro- 
vision of  this  act.'*  With  the  money  secured  from  this  source  the 
canal  was  finally  completed  in  1851. 

Prior  to  the  j^ear  1870  no  statistics  of  traffic  on  the  canal  are  avail- 
able. Under  the  management  of  James  C.  Clarke,  who  was  president 
of  the  company  for  1870  and  1871,  the  business  of  the  canal  was 
brought  to  a  highly  profitable  condition,  and  at  the  time  of  his  retire- 
ment in  1872  nearly  the  entire  output  of  the  Cumberland  coal  mines 
was  carried  over  the  canal,  but  under  subsequent  management  this 
tonnage  was  allowed  to  pass  to  the  railroads,  first  to  the  Baltimore 
and  Ohio  and  later  to  the  Pennsylvania.  About  1872  a  number  of 
coal  companies  had  consolidated  for  the  purpose  of  building  a  short 
railroad  from  the  mines  to  Cumberland,  with  a  view  to  facilitating 
deliveries  to  the  canal,  but  owing  to  certain  influences  this  railroad 
was  never  allowed  to  connect  with  the  canal,  the  benefit  of  this  im- 
provement thus  being  secured  b}^  the  railroads.  This  short  railroad 
was  called  the  Cumberland  and  Georges  Creek,  and  is  now  owned  by 
the  Western  Maryland.  The  coal  mines  at  Cumberland  are  tapped 
by  this  road  and  by  one  other  called  the  Cumberland  and  Pennsyl- 
vania Railroad,  controlled  by  the  Consolidation  Coal  Company. 

In  1878  it  became  necessary  for  the  State  of  Maryland  to  extend 
further  aid  to  the  canal  company  in  consequence  of  a  freshet  that  had 
caused  serious  damage  in  1877.  This  aicf  was  given  by  authorizing 
the  company  to  issue  preferred  bonds  to  the  amount  of  $500,000,  with 
a  further  waiver  of  the  State's  liens.  These  bonds  were  secured  by  a 
mortgage  of  the  tolls  and  revenues  of  the  canal  and  also  of  its  property 
and  franchises." 

In  1889  a  severe  freshet  caused  a  suspension  of  all  business  along 
the  entire  line  of  the  canal,  and  in  this  condition  of  affairs  a  bill  in 
equity  was  filed  in  the  chcuit  court  for  Washington  County,  Md.,  by 
the  trustees  acting  under  the  mortgage  executed  in  pursuance  of  the 
act  of  1844,  and  shortly  afterwards  a  similar  bill  was  filed  by  the 

a  Maryland  v.  Brown,  73  Md.,  484  (1890). 


STATE  AND  PRIVATE   CANALS 


285 


trustees  to  whom  the  mortgage  of  1878  was  executed.  These  bills 
charged  that  the  canal  was  in  a  broken  and  waste  condition,  that  the 
company  was  in  a  hopelessl}^  insolvent  condition,  and  that  it  had  to 
all  intents  and  purposes  abandoned  the  canal  with  no  prospect  of  being 
able  to  resume  operations.  The  company  admitted  the  insolvency, 
but  resisted  the  appointment  of  a  receiver  as  prayed  in  the  bills,  as  did 
also  the  State  of  Maryland,  which  had  been  made  a  party  defendant. 
The  State  insisted  on  an  immediate  sale  if  such  were  practicable. 
Receivers  were  appointed  by  the  court  to  examine  the  condition  of  the 
canal,  to  estimate  the  probable  cost  of  putting  it  in  good  condition, 
and  to  report  whether  it  was  feasible  to  operate  it  when  repaired.  On 
theii-  report  it  was  decided  by  the  court  that  it  was  inexpedient  to 
repair  the  canal  tlu'ough  the  agency  of  receivers,  and  that  the  com- 
plainants were  entitled  to  the  sale  of  the  property  and  franchises  of 
the  canal  fi'ee  of  all  liens  and  incumbrances.  Before  this  decree  was 
signed  a  petition  was  filed  by  the  trustees  of  the  bond  issue  of  1844 
asking  that  they  be  allowed  to  redeem  the  bond  issue  of  1878  and  be 
subrogated  to  the  rights  of  the  holders  of  those  bonds,  and  that  they 
be  put  in  possession  of  the  canal  with  the  right  and  power  to  repair 
and  operate  it.  The  trustees  of  the  bond  issue  of  1878  assented  to 
this,  but  the  State  resisted  the  granting  of  the  petition.  The  petition 
was  gTanted,  however,  on  appeal  fi'om  the  cu'cuit  court. '^  The  affairs 
of  the  canal  are  now  managed  by  a  board  of  trustees  appointed  by  the 
court  in  the  interest  of  the  bondholders  of  1844.  As  already  stated, 
the  Baltimore  and  Ohio  Railroad  Company,  on  June  30,  1906,  held 
the  entire  bond  issue  of  1878  and  $861,000  of  the  issue  of  1844.  At 
that  time  the  former  interest  held  by  the  State  of  Maryland  was 
owned  by  ^Ii".  F.  S.  Landstreet,  a  director  of  the  Western  Maryland 
Railroad;  but  in  August,  1907,  this  interest  was  transferred  to  the 
Continental  Trust  Company  of  Maryland.'' 

The  following  is  a  summary  of  the  aggregate  investments  by  the 
State  of  Maryland  in  the  Chesapeake  and  Ohio  Canal : 


Principal. 

Interest. 

Total. 

First-class  (mortgage  debts  and  interest  in  arrears)... 
Second-class  (preferred  stock  and  dividends  in  arrears) 
Third-flass  (fommor.  stocks 

$2,000,000.00 

4,375,000.00 

625, 000. 00 

$8,168,586.94 
15,618,750.00 

$10,168,586.94 

19,993,750.00 

625, 000. 00 

Fourth-class  (conmion  stock)   . .       .  .                

163.724.44 

163. 724. 44 

Total 

7,163,724.44 

23,787,336.94 

30,951,061.38 

According  to  the  schedule  submitted  to  the  Bureau  of  Corpora- 
tions by  the  trustees,  the  State  of  Maryland  has  aided  the  canal  to 
the  extent  of  $7,163,724.44  and  the  United  States  to  the  extent  of 
$2,500,000. 

The  cost  of  construction  to  1851,  the  year  in  which  the  canal  was 
completed,  was  $11,071,176.21;  the  cost,  including  improvements, 
reported  to  the  Bureau  of  Corporations  by  the  trustees  in  May,  1907, 
was  $11,620,337.35,  while  the  Census  Report  on  Transportation  by 
Water  in  1906  states  the  cost  at  $14,000,000. 

a  Maryland  v.  Brown,  73  Md.,  484  (1890). 
bSeeante,  p.  281. 


286  REPORT  OF   THE  INLAND   WATERWAYS   COMMISSION 

The  Chesapeake  and  Ohio  Canal  connects  with  the  Potomac  River 
through  Rock  Creek  in  Georgetown.  The  Government  has  expended 
considerable  money  on  the  improvement  of  the  Potomac,  which  is 
navigable  to  Little  Falls,  3  5  miles  above  Georgetown.  The  Aqueduct 
Bridge,  however,  which  crosses  the  river  at  Georgetown,  113  miles 
above  the  mouth  of  the  river,  has  no  draw,  and  prevents  the  naviga- 
tion of  large  steamers  and  masted  vessels. 

CANALS  IN  VIRGINIA  AND  NORTH  CAROLINA 

Private  canal  corporations  doing  business  in  Virginia  are  required 
to  make  annual  reports  to  the  corporation  commissioner  of  that 
State.  In  North  Carolina,  canals  have  attracted  very  little  atten- 
tion from  the  State  for  many  years,  and  there  has  been  very  little, 
if  any,  legislation  on  the  subject.  As  transportation  companies  they 
are  brought  within  the  jurisdiction  and  supervision  of  the  North 
Carolina  corporation  commission,  to  which  they  make  only  an 
annual  financial  statement. 

The  only  canals  of  any  considerable  importance  in  Virginia  or 
North  Carolina  are  the  Dismal  Swamp  Canal  and  the  Albemarle  and 
Chesapeake  Canal.  Both  these  canals  connect  the  waters  of  Chesa- 
peake Bay  with  those  of  Albemarle  Sound.  Traffic  on  the  Albemarle 
and  Chesapeake  and  on  the  Dismal  Swamp  Canal  is  substantially  the 
same  in  character.  The  two  canals  serve  practically  the  same  ter- 
ritory. Shippers  and  consignees  have  little  preference  for  one  of 
these  routes  over  the  other,  since  contracts  of  carriage  are  made  by 
the  brokers,  and  shippers  have  no  interest  in  the  particular  route  the 
goods  take.  These  canals  furnish  means  of  transporting  products 
at  an  average  cost  considerably  less  than  the  cost  of  rail  trapsporta- 
tion. 

ALBEMARLE    AND    CHESAPEAKE    CANAL 

Description. — The  Albemarle  and  Chesapeake  Canal  forms  a  link 
in  the  inland  water  route  from  Norfolk  to  Albemarle  Sound  via 
Currituck  Sound.  The  canal  proper  is  about  11  miles  in  length,  and 
consists  of  two  distinct  sections:  the  Virginia  cut  (8i  miles)  from  the 
southern  branch  of  Elizabeth  River  to  North  Landing  River;  and 
the  North  Carolina  cut  (2|  miles)  from  Coanjock  Bay,  in  Currituck 
Sound,  to  North  River.  The  surface  width  of  the  canal  is  80  feet  and 
the  average  depth  of  water  9  feet.  There  is  one  lock,  the  dimensions 
being  220  feet  long  by  40  feet  wide.  The  original  canal  was  com- 
pleted between  1855  and  1860,  and  it  was  enlarged  between  1890  and 
1903.  The  estimated  cost  of  construction  to  1907  is  placed  at 
$1,151,849.18.  The  canal  is  open  the  year  round.  It  is  a  ship 
canal,  the  motive  power  employed  being  steam  and  "power"  boats. 

History. — The  canal  is  oAvned  by  the  Albemarle  and  Chesapeake 
Canal  Company,  which  was  incorporated  under  the  laws  of  Virginia, 
March  15,  1850,  as  the  Great  Bridge  Canal  Company,  and  reincor- 
porated under  the  name  of  the  Great  Bridge  Lumber  and  Canal  Com- 
pany March  2,  1854.  On  February  8,  1855,  the  legislature  of  North 
Carolina,  after  reciting  the  Virginia  act  of  incorporation,  passed  a 
special  act  incorporating  the  same  company  under  the  same  name, 
with  a  proviso  that  its  name  might  be  changed  to  that  of  the  Albe- 
marle and  Chesapeake  Canal  Company,  or  to  any  other  name,  when- 


STATE   AND   PRIVATE    CANALS  287 

ever  the  company  should  be  authorized  by  the  legislature  of  Virginia 
to  make  such  change,  wliich  was  done  by  an  act  of  the  legislature  of 
the  latter  State  February  27,  1856. 

The  company  was  originally  capitahzed  for  $80,000,  divided  into 
shares  of  $100  each.  Later  acts  authorized  this  to  be  increased  to 
$500,000,  then  to  $800,000,  and  (m  1857  and  1858)  to  $1,500,000. 
The  present  outstanding  capital  stock  of  the  company  is  $558,200, 
common  stock. 

Relations  with  other  canal  companies. — The  Albemarle  and  Chesa- 
peake Canal  Company  owns  a  controlhng  interest  in  the  Newbern 
and  Beaufort  Canal  Company  (formerly  the  Clubfoot  and  Harlowe 
Canal  Company) ;  and  it  is  also  said  to  oAvn  important  interests  in  the 
Fairfield  Canal  Company,  the  canals  of  which  companies  are  short 
and  relatively  unimportant  waterways. 

Operating  agencies. — The  secretary  of  this  canal  company  states: 

This  company  furnishes  a  waterway  for  use  of  any  and  all  coming  to  it.  It  has  no 
connection  iu  any  manner  with  the  charges  for  transportation,  nor  can  I  name  any 
party  or  parties  who  make  a  specialty  of  transporting  freight  through  this  canal. 

The  canal  company  originally  owned  its  own  tugboats  and  allow^ed 
no  other  boat  to  do  any  towing  on  the  canal.  Finding  this  unprofit- 
able, however,  it  made  a  contract  with  the  Albemarle  and  Chesapeake 
Canal  Towing  Company  to  do  all  of  the  tomng,  thus  rendering  it  pos- 
sible that  there  should  always  be  tugboats  at  each  end  in  order  to 
expedite  business  through  the  canal.  In  an  action  brought  against  the 
canal  company  alleging  discrimination,  this  arrangement  was  defended 
on  the  ground  that  it  insured  satisfactory  towing  facilities  to  the  gen- 
eral public  for  the  entire  year.  The  decree  of  the  court  enjoined  the 
canal  company  from  such  discrimination.'*  To-day  the  Albemarle 
and  Chesapeake  Canal  Towing  Company  operates  two  tugboats  on  the 
canal  where  ten  years  ago  the  company'-  was  running  ten  or  twelve 
tugs.  The  gross  earnings  of  the  towing  company  in  1905  were 
$37,877.23,  and  the  operating  expenses  were  $41,922.44.  No  dividend 
has  been  paid  since  1901.  Prior  to  that  date,  from  1896,  the  rate  of 
dividend  varied  from  2h  per  cent  in  1900  to  6  per  cent  in  1898  and 
1899,  on  a  capital  stock  of  $100,000. 

Sawed  lumber  on  the  canal  is  handled  mainly  in  barges.  Logs  for 
the  mills  are  now  carried  largely  by  the  railroads,  probably  for  the  reason 
that  the  forests  lying  directly  on  navigable  waters  have  been  worked 
out,  but  before  the  Norfolk  and  Southern  Railroad  was  built  all  this 
business  came  by  water. 

Packet  lines  operating  on  the  Albemarle  and  Chesapeake  Canal  are 
Bennett's  North  Carolina  Line  (or  Bennett's  Ferry  Company)  and 
the  Virginia-Carolina  Steamship  Company,  of  Elizabeth  City,  N.  C. 
Both  lines  run  over  practically  the  same  route.  They  had  a  rate- 
cutting  fight  for  a  long  time,  but  they  finally  came  to  an  agreement, 
the  rates  now  being  on  what  is  considered  a  fair  basis.  The  Norfolk 
and  Southern  Railroad  competes  with  the  route  and  refuses  to  make 
prorating  arrangements  with  lines  operating  on  the  canal.  The  Nor- 
folk and  Southern  Railroad  also  competes  with  the  division  of  the 
Virginia-Carolina  Inland  Steamship  Company  running  on  the  Dismal 
Swamp  Canal.  The  railroad  company  owns  the  steamer  Newton 
which  runs  on  that  canal  for  the  Dismal  Swamp  Steam  Packet  Com- 


«  Gring  V.  Albemarle  and  Chesapeake  Canal  Co.,  U.  S.  circuit  court,  Norfolk,  Va., 
1899. 


288 


KEPOET   OF   THE   INLAND   WATERWAYS   COMMISSION 


pany,  which  does  the  largest  business  between  EHzabeth  City,  N.  C, 
and  Norfolk,  thus  giving  the  Norfolk  and  Southern  Railroad  a  rail 
and  water  route  between  these  two  points. 

Below  are  presented  comparative  statements  of  vessels  and  traffic 
passing  through  the  Albemarle  and  Chesapeake  Canal  during  the  years 
ending  September  30,  1905  and  1906. 

Table  92 — Number,  class,  and  tonnage  of  vessels  passing  through  the  Albemarle  and 

Chesapeake  Canal 


North. 

South. 

1906. 

1905. 

1906. 

1905. 

Num- 
ber. 

Tonnage. 

Num- 
ber. 

Tonnage. 

Num- 
ber. 

Tonnage. 

Num- 
ber. 

Tonnage. 

1,009 
239 
159 
266 

65,097 
11,932 
30,303 

990 
175 
244 

285 

53,319 
8,791 
39,356 

1,018 
234 
163 

64,892 
11,815 
32,854 

977 
203 
253 

52,140 

Sailing  vessels 

9,513 
40,413 

Rafts 

Total 

1,673 

107,332  1     1.694 

101,466 

1,415 

109,561 

1,433 

102,066 

1906. 

1905. 

Number. 

Tonnage 

Number. 

Tonnage. 

North 

1,673 
1,415 

107,332 
109,561 

1,694 
1,433 

101,466 

South 

102,066 

Total ,. 

3,088 

216,893 

3,127 

203,532 

Table  93 — Freight  traffic  on  Albemarle  and  Chesapeake  Canal 


Cotton 

Fish 

Iron 

Wood 

Corn 

Railroad  ties.. . 

Potatoes 

Oysters 

Lumber,  sawed. 

Logs 

Shingles 

Staves 

Piling 

Melons 

Passengers 


...bales, 
.barrels, 
.pounds. 
.  ..cords, 
.bushels. 


.barrels, 
.bushels. 

feet- 

....do... 


.linear  feet. 


Com 

Oyster  shells 

Iron 

Guano 

Coal 

Salt... 

Merchandise,  not  classified  . 
Passengers 


.bushels. 
....do... 
.pounds. 

tons. 

....do... 
....do... 
.pounds. 


1906. 


1,230 
1,050 


18 

45,456 

3,122 

25,560 

15,610 

17,907,176 

12,648,565 

5,601,000 

2,797,000 

1,108,864 

113,500 

876 


33,168 


400,000 

3,541 

3,356 

656 

9,604,000 

733 


1905. 


098 

28 

51,000 

228 
40,275 


27,518 

11,135 

15,546,998 

12,163,807 

3,337,000 

4,248,000 

1,369,395 

39,700 

771 


29,500 

2,000 

203,000 

1,424 

4,035 


8,350,000 
749 


ESTIMATED  AMOUNT  IN  TONS 


North 

80,727 
14,542 

77,323 
11,257 

South : .... 

Total 

95,269 

88,580 

Traffic. — ^The    freight    through   the  Albemarle    and    Chesapeake 
Canal  represents  all  classes  of  merchandise  and  produce,  the  largest 


STATE  AND  PRIVATE   CANALS 


289 


item  being  lumber  in  all  its  forms, 
several  years  has  been  as  follows: 

Tons. 

1890 403,111 

1900 195, 958 

1901 210,264 

1902 199,062 


The  annual  freight  tonnage  for 


Tons. 

1903 203,  812 

1904 144, 041 

]905 88,580 

1906 95,  269 


The  larger  part  of  the  shipments  is  northbound. 

According  to  the  report  of  the  Chief  of  Engineers  for  1906,  the  grad- 
ual decrease  in  the  commerce  of  the  Albemarle  and  Chesapeake  route 
is  attributed  to  depletion  of  the  forests  and  the  consequent  decrease 
in  the  timber  shipments. 

Relations  ivith  railroads. — The  managers  of  the  Albemarle  and 
Che-apeake  Canal  Company  state  that  the  canal  is  not  leased  to  any 
railroad  and  that  in  the  handling  of  freight  railroads  do  not  prorate 
with  the  canal  company  or  with  any  transportation  agencies  operating 
thereon. 

Financial. — The  present  capital  stock  of  the  company  is  $558,200, 
all  of  which  is  common  stock.  The  company's  funded  debt  is  $615,000. 
This  is  represented  by  the  following: 

First  mortgage  bonds  dated  July  1,  1879  (due  July  1,  1909,  bear- 
ing interest  at  4  per  cent,  payable  semiannually),  amounting  to 
$500,000. 

Noncumulative  income  debentures  dated  July  1,  1903  (due  July  1, 
1909,  bearing  in|:erest  at  3  per  cent,  payable  annually  when  earned), 
amounting  to  $115,000. 

No  dividends  appear  to  have  been  paid  since  1898.  Gross  earnings 
for  the  year  ending  May  31,  1905,  were  $28,920.98;  operating 
expenses  were  $13,646.38. 

Tolls. — Boat  tolls  are  charged  on  the  gross  tonnage  of  vessels,  with 
certain  exceptions.  The  minimum  amount  of  toll  on  one  boat  or 
vessel  is  $1.50.  Tolls  are  collected  without  reference  to  cargo  as  a 
general  rule.  Vessels  measuring  100  tons  or  less,  loaded  or  partially 
loaded,  pay  25  cents  per  ton,  and  when  light  the  charge  is  5  cents  less 
per  ton.  Vessels  measuring  more  than  100  tons  and  not  over  150 
tons,  loaded  or  partly  loaded,  pay  18  cents  per  ton,  and  when  light  are 
charged  6  cents  less  per  ton.  Vessels  measuring  over  150  tons,  loaded 
or  partially  loaded,  are  charged  12  cents  per  ton,  and  when  light,  6 
cents  less  per  ton.  Mill  logs  in  rafts  are  charged  5  cents  per  log,  but 
rates  on  piling  of  all  kinds  in  rafts  are  one-half  cent  per  linear  foot. 
In  the  case  of  barges  or  lighters  decked  over,  ' '  tolls  are  to  be  charged 
on  the  number  of  square  feet  surface  measurement — length  and 
breadth  over  all  being  taken." 

Rates  on  tugboats  (measurements  over  all)  are  as  follows  for  each 
trip: 

60  feet  in  length  or  less $5 

60  to  65  feet 6 

65  to  70  feet 7 

70  to  75  feet 8 

75  to  80  feet 9 

80  to  85  feet 10 

85  to  90  feet 11 

90  to  95  feet 12 

95  to  100  feet 13 

100  to  125  feet 15 

Over  125  feet 20 


290  REPORT  OF  THE  INLAND  WATERWAYS  COMMISSION 

The  toll  sheet  states  that — 

upon  application  to  the  office  of  the  company  at  Norfolk,  owners  of  tugboats  plying 
regularly  through  the  canal  will  he  allowed  half  rates  on  tugboats  with  tows.  This 
does  not  in  any  way  apply  to  tugboats  without  tows. 

The  Albemarle  and  Chesapeake  Canal  Towing  Company  publishes 
in  the  toll  sheet  of  the  Albemarle  and  Chesapeake  Canal  Company  the 
following  rates  for  towing  through  the  Albemarle  and  Chesapeake 
Canal.  The  rates  are  to  or  from  the  harbor  of  Norfolk — to  or  from 
the  mouth  of  the  North  River,  North  Carolina — and  apply  to  sailing 
vessels,  barges,  and  other  unrigged  vessels. 

58  tons  or  less: 

Loaded  or  partially  loaded per  ton. .  $0.  35 

Light do 25 

Over  58  and  less  than  100  tons: 

Loaded  or  partially  loaded per  trip. .  20. 00 

Light do. ...  15. 00 

100  tons  and  over: 

Loaded  or  partially  loaded per  ton. .       .  20 

Light do 15 

The  minimum  amount  of  towing  on  any  one  boat  or  vessel  shall  not  be  less  than  $2. 

Special  rates  will  be  given  on  dredges,  scows,  lighters,  etc.,  based  on  size  and  desti- 
nation. 

Raft  rates  named  are  from  Albemarle  Sound  to  Norfolk  Harbor.  Not  less  than  100,000 
feet  in  one  raft  of  mill  logs  or  lumber  of  any  kind,  per  thousand  feet  B.  M.,  $1.  Not 
lessthan  12,000  linear  feet  of  piling  in  one  raft,  per  linear  foot,  three-fourths  of  a  cent. 

Regulation  of  canal. — The  superintendent  of  the  canal  directs  the 
movement  of  all  vessels,  giving  northbound  vessels  with  cargo  pre- 
cedence of  all  others.  All  vessels  entering  the  canal  are  required  to 
have  their  jib  booms  rigged  in  and  their  anchors  stayed  on  deck,  so 
as  to  prevent  damage  to  the  canal  and  to  passing  vessels.  Center- 
boards  must  be  hoisted  up  when  under  way.  Tows  and  rafts  going 
in  the  same  direction  are  not  allowed  to  pass  each  other.  The  follow- 
ing regulation  applies  to  rafts: 

Rafts  of  mill  logs  or  other  timber  must  not  exceed  20  feet  in  width;  must  be  properly 
put  together  and  exhibit  proper  lights  at  night.  Rafts  of  oak  timber  are  not  permitted 
in  the  canal.  Masters  of  towboats  are  required  to  inspect  rafts  before  taking  hold  of 
them  and  see  that  they  start  in  good  order.  While  towing  these  rafts  they  must 
promptly  secure  any  logs  about  to  sink  by  attaching  them  to  the  floating  ones. 
Doubling  up  rafts  in  the  canal  will  not  be  allowed. 

The  master  of  the  towing  steamer  will  be  held  responsible  for  the  condition  and 
management  of  any  raft  he  may  Ijring  into  the  canal. 

Piling  wood,  logs,  or  lumber  on  the  banks  of  canal,  except  by  special  permission,  is 
positively  forbidden. 

Relation  to  Government  improvements. — As  already  pointed  out,  this 
canal  is  a  linl^  in  the  inland  water  route  from  Norfolk,  Va.,  to  Albe- 
marle Sound,  N.C.,  via  Currituck  Sound,  the  canal  cuts  being  owned 
by  a  private  corporation.  According  to  the  report  of  the  Chief  of 
Engineers,  1906,  p.  246,  this  route  originally  had  a  good  5-foot  mean 
low-water  channel,  but  navigation  was  obstructed  by  snags,  sunlcen 
logs,  and  overhanging  trees.  Until  the  act  of  September  19, 1890,  the 
Government's  improvements  were  carried  on  under  several  separate 
projects,  upon  which  a  total  of  $240,169.69  had  been  expended.  By 
that  act  all  these  projects  were  consolidated. 

The  present  project,  adopted  September  19,  1890,  says  the  above 
report,  provides  for  obtaining  a  channel  80  feet  wade  and  9  feet  deep 
at  mean  low  water  thi'ough  the  whole  extent  of  the  waterway,  to  be 
improved  by  the  United  States  at  an  estimated  cost  of  $306,667.08, 


STATE    AND   PRIVATE    CANALS  291 

including  the  previous  expenditures  above  mentioned.  Since  Sep- 
tember 19,  1890,  and  up  to  June  30,  1906,  the  sum  of  $61,987.64  has 
been  expended  upon  the  improvement,  and  $21,547.40  upon  mainte- 
nance. The  commerce  has  varied  considerably  since  the  route  was 
Qpened  to  navigation.  The  liighest  record  was  for  the  calendar  year 
1890,  when  it  amounted  to  403,111  tons. 

THE  DISMAL   SWAMP  CANAL 

Description. — The  Dismal  Swamp  Canal  extends  from  Deep  Creek, 
Va.,  to  South  Mills,  N.  C.  The  length  of  the  canal  is  22.15  miles,  14 
of  which  are  in  Virginia  and  the  remainder  in  North  Carolina.  There 
is  a  branch  known  as  the  Gilmerton  Level  3.46  miles  in  length,  which 
is  little  used  for  the  purposes  of  navigation.  The  Dismal  Swamp 
Canal  is  a  link  in  the  waterway  from  Norfolk,  Va.,  through  the  south 
branch  of  Elizabeth  River  to  Deep  Creek ;  thence  via  the  Dismal 
Swamp  Canal  to  South  Mills,  and  from  the  latter  point  through  Turn- 
ers Cut  to  the  Pasquotank  River  and  Albemarle  Sound;  thence  to  Pam- 
lico Sound  by  Croatan  Sound.  The  canal  is  a  ship  canal,  open  the  year 
round.  Its  surface  width  is  60  feet,  and  vessels  drawmg  8  feet  6 
inches  can  pass  through  the  canal.  There  are  two  locks,  their  dimen- 
sions being  250  feet  long  by  39  feet  3  inches  wide.  The  estimated 
cost  of  construction  to  1907  is  reported  to  the  Bureau  of  Corpora- 
tions at  $2,650,000.  The  United  States  census  reports  the  total  cost  to 
1906  at  $3,311,000. 

History. — The  Dismal  Swamp  Canal  is  one  of  the  oldest  artificial 
waterways  in  the  United  States,  having  been  commenced  in  1787  and 
opened  in  1794.  The  Dismal  Swamp  Canal  Company,  the  original 
owner  of  the  waterway,  was  incorporated  by  the  general  assembly  of 
Virginia  December  1,  1787,  and  by  similar  act  of  the  North  Caro- 
lina legislature  at  its  session  in  1790.  This  canal  was  the  first  step  in 
the  drainage  of  the  great  Dismal  Swamp,  in  the  center  of  which  is 
Lake  Drummond.  The  original  capital  stock  of  the  company  was 
$80,000.  The  company  was  empowered  under  its  original  charter  to 
receive  subscriptions  "in  Spanish  milled  dollars."  Ten  years  were 
allowed  for  the  construction  of  the  canal,  which  was  to  be  32  feet  wide 
with  sufficient  water  to  allow  vessels  to  pass  drawing  3  feet  of  water 
during  the  dry  season.  The  locks  were  to  be  90  feet  long  and  32  feet 
wide  and  to  allow  vessels  drawing  4  feet  of  water  to  pass.  By  an  act 
of  the  general  assembly  of  Virgmia  passed  February  14,  1816,  the 
company  was  authorized  to  raise  $50,000  by  lottery.  Various  other 
acts  were  passed  at  later  dates.  The  subscriptions  to  the  original 
stock  of  the  company  were  as  follows: 

Shares. 

By  individuals 335 

By  Norfolk  borough 49 

By  State  of  Virginia  in — 

1791 50 

1793 20 

1817 186 

1837 504 

760 

By  United  States— 

1826 • 600 

1829 200 

800 

Total 1,944 


292  EEPOET   OP   THE   INLAND   WATERWAYS   COMMISSION 

The  money  equivalent  of  these  shares  was  as  follows : 

United  States,  800  shares,  at  $250 $200, 000 

State  of  Virginia,  760  shares,  at  $250 190, 000 

Indi^dduals,  384  shares,  at  $250 96,  000 

Total 486,  000 

The  Dismal  Swamp  Canal  Company  continued  to  operate  the  canal 
until  it  was  taken  possession  of  oy  the  United  States  Army  in  1862, 
The  United  States  held  possession  through  an  agent  of  the  Secretary 
of  the  Treasury  until  the  close  of  the  war,  using  it  to  transport  troops, 
munitions  of  war,  and  stores.  At  the  close  of  the  war  the  works  were 
surrendered  to  the  company.  It  appears,  however,  that  in  1867  a 
deed  of  trust  was  executed  for  all  the  property  of  the  company.  At 
a  meeting  of  the  stockholders  held  November  5,  1866,  at  which 
the  Government  was  represented  hj  proxy,  the  president  and 
directors  of  the  company  were  authorized  to  borrow  such  an 
amount  of  money  as  in  their  judgment  was  necessary  to  improve 
the  canal  and  pay  the  debt  of  the  company,  not  exceeding  $200,000; 
to  issue  bonds  to  that  amount  bearing  interest  not  exceeding  8  per 
cent  per  annum,  and  to  pledge  the  entire  works  of  the  company 
for  payment  of  said  bonds.  In  pursuance  of  this  authority  and  of  the 
sanction  subsequently  obtained  from  the  legislatures  of  Virginia  and 
North  Carolina,  the  president  and  directors  issued  200  bonds  in  the 
name  of  the  company  of  SI, 000  each,  payment  twenty  years  trom 
Juty  1,  1867,  and  executed  a  deed  of  trust  of  that  date  convejdng  to 
certain  persons  in  trust  the  entire  canal  property  of  the  company  to 
secure  the  payment  ot  the  bonds  so  issued.  By  the  terms  of  this  deed 
the  trustees  were  required,  on  default  in  the  payment  of  the  principal 
and  interest  on  any  part  of  the  said  bonds,  on  the  request  of  any  one 
or  more  of  the  holders  thereof,  to  dispose  of  the  trust  property  at  public 
auction  or  private  sale  for  cash  or  on  responsible  credit.  By  supple- 
mentary deed,  executed  February  10,  1869,  by  authority  of  a  meeting 
of  the  directors  of  the  company,  it  was  made  imperative  upon  the 
trustees  from  the  proceeds  of  sale  to  pay  immediately  to  the  bond- 
holders the  principal  and  accrued  interest  of  the  bonds,  "whether  said 
principal  be  then  due  or  yet  to  become  due." 

On  July  1,  1877,  the  company  was  in  default  on  these  bonds  for 
interest  to  the  amount  of  $52,000.  On  April  4,  1877,  a  majorit}"  of 
the  bondholders  had  made  demand  in  writing  upon  the  trustees  for 
the  sale  of  the  property  under  the  above-mentioned  deeds  of 
trust.  A  called  meeting  of  the  bondholders  and  trustees  was 
held  and  a  resolution  adopted  requesting  the  Secretary  of  the 
Treasury  to  make  an  examination  of  the  affairs  of  the  company,  and 
if  he  should  agree  to  recommend  to  Congress  to  appropriate  a  suffix 
cient  amount  to  put  the  canal  in  order,  or  by  some  other  measure  to 
save  the  interest  of  the  United  States,  amounting  to  nearly  $1 ,000,000, 
the  trustees  should  be  authorized  to  postpone  the  sale.  As 
the  United  States  was  the  o's\Tier  of  a  large  interest  in  the  canal,  to  wit, 
800  shares  representing  $200,000  at  par  value,  appropriated  by  Con- 
gress in  1826  and  1829,  the  Secretary  of  the  Treasury  deemed  it  incum- 
bent to  protect  the  interests  of  the  Government.  He  therefore 
instructed  the  Solicitor  of  the  Treasury  to  make  ])ersonal  exami- 
nation into  the  affairs  of  the  company.  At  a  subsequent  meet- 
ing of  the  bondholders,  the  trustees  were  instructed  in  view  of  the 
favorable  response  of  the  Secretary  of  the  Treasur}'^  to  postpone  the 


STATE  AND   PRIVATE    CANALS 


293 


sale  of  the  canal  until  after  the  regular  session  of  Congress.  On 
January  21,  1878,  the  matter  was  referred  to  the  Committee  on 
Railways  and  Canals.** 

The  deeds  appear  to  have  been  foreclosed  in  1880  and  conveyance 
made  to  certain  purchasers  who  assmned  the  corporate  name  of  the 
Dismal  Swamp  Canal  Company.  This  company  (number  two)  in 
turn  executed  a  deed  of  trust  upon  all  the  property  of  the  canal  to 
certain  trustees,  which  was  foreclosed  and  conveyance  made  in  1889 
to  certain  purchasers  who  assumed  the  corporate  name  of  the  Norfolk 
and  North  Carolina  Canal  Company.  Tliis  third  company  also  exe- 
cuted a  deed  of  trust,  wliich  was  foreclosed  in  1892  and  conveyance 
made  to  purchasers  who  assumed  the  corporate  name  of  the  Lake 
Drummond  Canal  and  Water  Compan^^,  the  present  title  under  which 
the  canal  is  operated.  This  company  now  owtis  the  canal  and  all  its 
property  and  appurtenances.  It  is  a  corporation  created  under  section 
1233  of  the  Virginia  Code,  which  provides  that  upon  the  foreclosure 
of  a  deed  of  trust  or  mortgage  covering  the  property  of  a  company 
the  purchasers  shall  be  forthwith  a  corporation  by  any  name  which 
may  be  set  forth  in  the  conveyance  to  them.  The  same  section  also 
provides  that  upon  such  conveyance  the  former  company  shall  be 
ipso  facto  dissolved. 

Financial. — The  company  is  capitalized  for  $1,000,000,  represented 
by  10,000  shares  of  the  par  value  of  $100  each,  all  of  wliich  is  com- 
mon stock.  The  funded  debt  is  represented  by  first  mortgage  bonds 
amounting  to  $1,000,000,  bearing  interest  at  5  per  cent,  payable 
Januarv  and  July.  The  company  is  authorized  to  incur  an  indebted- 
ness of^Sl,200,000. 

The  gross  earnings,  expenses,  and  net  earnings  of  the  company 
for  the  past  three  years,  as  reported  to  the  Bureau  of  Corporations, 
are  as  follows: 


Year. 

Gross 
earnings. 

Expenses. 

Net 
earnings. 

1904 

874,27&92 
87,012.20 
81,306.92 

822,063.31 
22,633.52 
34, 156.  58 

852,215.56 
64  .378.68 

1905 

1906 

47, 150.  34 

Tolls. — The  rates  of  toll  on  vessels  and  cargoes  are  set  forth  in  the 
toll  sheet  of  the  company. 

Tolls  are  collected  on  the  tonnage  of  vessels  without  reference  to 
cargo.     These  are  as  follows: 

On  vessels  measuring  100  tons  or  less:  Cents. 

Loaded  or  partially  loaded per  ton. .     25 

Light do. . .     20 

On  vessels  of  over  100  tons,  light do. . .     20 

Loaded  or  partially  loaded,  tolls  are  collected  as  per  toll  sheet.- 

Vessels  going  one  way  light  are  credited  with  the  amount  of  the 
tolls  paid  if  retm-ning  in  thirty  days  loaded,  provided  the  amount  of 
tolls  on  cargo  is  50  per  cent  advance  over  amount  paid.  The  mini- 
mum toll  on  schooners  and  sloops  is  $1.50;  mill  logs  5  cents  per  log, 
under  20  feet  long;  those  20  feet  long  or  over  are  charged  the  same 
rates  as  piling,  wmch  is  from  one-half  to  three-quarters  of  a  cent  per 

«  Report  of  the  Secretary  of  the  Treasury  (John  Sherman) ;  Executive  Document 
19,  Forty-fifth  Congress,  second  session;  Executive  Documents,  vol.  10,  page  2. 


294  BEPOET  OF   THE   INLAND   WATERWAYS   COMMISSION 

linear  foot.  Tugboats  60  feet  in  length  or  less  are  charged  $5  each 
trip,  and  there  is  a  gi'aded  charge  up  to  those  125  feet  in  length, 
which  pay  $20  each  trip.  A  statement  in  the  toll  sheet  shows  that 
upon  application  to  the  office  of  the  company  in  Baltimore  boats  ply- 
ing regularly  through  the  canal  are  allowed  half  rates  on  tugs  with 
tows. 

The  toll  sheet  specifies  rates  charged  on  various  commodities.  The 
canal  has  no  classification  of  freight.  Taken  at  random  from  the 
toll  sheet,  the  toll  on  the  following  articles  of  merchandise  is  as 
follows : 

Bricks per  1,000. .  $0. 40 

Buggies: 

Set  up each. .       .  75 

Packed per  100  pounds. .       .  15 

Cotton per  bale. .       .  15 

Com per  bushel. .       .  0075 

Coal per  ton  (long) . .       .20 

Cotton  ties per  bundle. .       .  03 

Fertilizers  or  all  material  for  fertilizer per  ton  (long) . .       .20 

Horses  and  mules each . .      .50 

Ice per  ton  (short) . .       .20 

Lumber,  sawed,  of  all  kinds per  1,000  feet. .       .  45 

Logs,  when  loaded  in  vessels: 

Pine  or  gum per  1,000  feet  B.  M. .       .  55 

Ash do 80 

Juniper do 80 

Cyprus do 80 

Poplar do 80 

Oak do 80 

Lime per  ton  (long) . .       .20 

Oil per  barrel. .       .  10 

Oysters per  bushel . .       .  025 

Piling: 

Pine per  linear  foot. .      .  005 

All  other  kinds do 0075 

Peanuts per  bag. .       .  025 

Potatoes: 

Per  barrel 03 

Per  bushel . .  .  .• 01 

Railroad  ties,  all  kinds each . .       .02 

Rails,  juniper  and  pine,  split I^er  1,000. .     5.  00 

Shingles: 

6-inch per  1,000. .       .  15 

5-inch do 12 

4-inch do 10 

Staves do 50 

Telegraph  poles: 

25  feet  and  less each . .       .10 

Over  25  feet per  linear  foot. .       .  005 

Watermelons per  100 . .       .25 

Wood per  cord. .       .  25 

All  articles  not  specified  in  the  regular  toll  sheet  are  charged  2^ 
cents  per  100  pounds. 

Rules  and  regulations  of  the  canal. — Among  the  rules  of  the  com- 
pany, one  prohibits  sailing  vessels  from  sailing  through  the  canal; 
another  prohibits  any  vessel  from  passing  through  the  canal  at  a  rate 
exceeding  5  miles  an  hour,  except  by  permission  of  the  superintend- 
ent in  writing.  The  superintendent  of  the  canal  directs  the  movement 
of  all  vessels.     It  is  stated  that — 

for  the  better  accommodation  of  vessels  passing  each  other,  recesses  have  been  pro- 
vided every  alternate  mile.  If  found  advisable,  the  officer  in  charge  of  locks  will 
notify  vessels  leaving  his  lock  of  about  the  recesses  he  will  meet,  the  tows  and  vessels 


STATE   AND    PRIVATE    CANALS 


295 


coming  from  the  opposite  direction,  and  the  vessel  or  tow  arriving  at  said  recess 
first  will  be  required  to  wait  at  that  point  until  the  expected  vessel  shall  pass.  Ves- 
sels passing  through  tlie  canal  shall  keep  to  the  right.  When  a  ve.s.sel  is  overtaken  by 
another  going  in  the  same  direction,  the  slower  shall  give  the  inner  track  to  the  faster, 
unless  within  .300  yards  of  a  lock  or  bridge.  Steamers  shall  pass  each  other  on  the 
right,  and  shall  give  signals  as  required  by  United  States  laws,  and  shall  come  to  a 
minimum  speed  in  passing  vessels. 

No  steamboat,  except  such  as  are  engaged  in  the  business  of  towing 
under  the  directions  and  regulations  of  the  canal  company,  is  per- 
mitted to  use  the  canal  for  tow  purposes,  except  by  special  permission 
of  the  company. 

Rafts,  mill  logs,  piles,  etc.,  must  not  exceed  18  feet  in  width,  and 
must  be  properly  bound  together. 

Recent  reopening  of  the  canal. — The  canal  under  its  present  manage- 
ment was  opened  to  trafhc  in  1899.  In  that  year  an  experimental 
trip  was  made  on  a  tugboat,  in  order  to  show  how  the  Government 
could  get  its  torpedo  fleet  from  the  coast  of  North  Carolina  to  Norfolk 
without  exposing  it  to  the  dangers  of  Hatteras. 

Traffic. — The  freight  passing  through  this  canal  consists  mostly  of 
North  Carolina  lumber  destined  for  Norfolk  and  northern  ports,  and 
fertilizers,  general  merchandise,  coal,  and  cement,  southbound.  The 
report  of  the  Chief  of  Engineers  for  1906  shows  the  tonnage  for  1905 
as  follows: 

Table  94 — Freight  traffic  on  Dismal  Sivamp  Canal,  1905 


Lumber feet  B.  M 

Gum  logs feet 

Pine  piles do. . 

Mill  logs do. . 

Juniper  logs cords 

Do feet 

Juniper  rails 

Pine  logs feet 

Cypress  logs do.. 

Cypress  piles do. . 

Shingles 

Laths 

Railroad  ties 

Fertilizer tons 

Potatoes bushels 

Do barrels 

Iron tons 

Iron  rails do. . 

Steel  rails do. . 

Fish barrels 

Stone tons 

Cement do. . 


Quantity. 


134,196,660 

1,187,714 

1,089,394 

5, 812, 461 

8,958 

229,789 

11,699 

115,076 

21,088 

7,620 

12,260,850 

648,000 

8,146 

28,345 

8,896 

2,437 

769J 

1,588.J 

1,531 

2,981 

250 

220 


Articles. 


Truck baskets 

Oysters bushels 

Canned  oysters cases 

Sand tons 

Coal do.. 

Salt do.. 

Shells bushels 

Melons 

Lime tons 

Cotton bales 

Corn bushels 

Staves 

Plaster tons 

Oil barrels 

Potash tons 

Peanuts bags 

Tar barrels 

Fireproof  ceiling tons 

Soda do.. 

Telegraph  poles 

Miscellaneous tons 


Quantity. 


62,500 

109,777 

7,052 

4,850 

9,164 

2, 278 J 

5,529 

82,600 

446 

188 

75,550 

58,700 

8271 

159 

286 

3,135 

80 

150 

50 

359 

56,045 


Vessels  employed  on  canal. — The  number  of  vessels  entering  and 
leaving  the  canal  in  1905  were  as  follows: 


• 

Class. 

Number. 

Average 
draft. 

Average 
tonnage. 

Steamers 

1,906 

1,005 

910 

51 

116 

88 

503 

121 

Feet. 

8 

.       9 

7 

6 

Tons. 
61 

Barges ... 

306 

Schooners 

48 

Yachts 

46 

Launches 

Rafts 

Small  barges .^ 

Minor  vessels 

Note.— Although  not  so  stated,  the  above  probably  means  "trips,"  the  same  vessels  being  counted 
for  each  trip. 


296  EEPOET   OF    THE   INLAND   WATERWAYS   COMMISSION 

TraiisiJortation  agencies  on  canal. — Among  the  agencies  operating 
on  the  canal  are  the  Dismal  Swamp  Steam  Packet  Compan}^  and  the 
Virginia-Carolina  Inland  Steamship  Companj^  (Le  Roy  Steamboat 
Compan}^).  The  former  concern  hauls  all  kinds  of  freight  and  runs 
between  Elizabeth  City  and  Norfolk,  toucliing  at  intermediate 
points.  The  line  is  said  to  be  run  in  connection  with  the  Norfolk 
and  Southern  Railroad,  and  in  open  competition  with  independents. 
The  latter  company  is  incorporated,  having  a  capital  stock  of  $100,000. 
The  company  operates  through  the  Albemarle  and  Chesapeake  and 
the  Dismal  Swamp  canals  and  on  various  rivers  and  sounds  of  North 
Carolina. 

Regarding  traffic  and  the  transportation  agencies  on  this  canal,  the 
following  statement  is  made  by  Mr.  John  Upshur,  formerly  clerk  of 
the  Virginia  State  Corporation  Commission: 

The  resources  of  the  country  through  which  the  canal  passes  would  not  justify  the 
maintenance  of  the  canal  without  through  business,  timber  from  the  Swamp  tributary  ■ 
to  the  canal  to  a  large  extent  having  been  cut  out  and  railroads  having  been  built 
through  the  Swamp .  The  railroads  seem  to  be  a  means  of  transportation  for  such  timber 
as  is  grown  in  the  Swamp.  The  canal,  however,  furnishes  a  way  to  markets  for  large 
rafts  and  barges  of  timber,  principally  logs  from  North  Carolina.  These  logs  are  used 
largely  at  Richmond,  Va.,  by  the  cedar  works,  and  some  go  to  the  eastern  markets, 
Philadelphia  and  Baltimore.  The  greatest  tonnage  through  the  canal  is  that  toward 
Norfolk,  the  boats  from  North  Carolina  returning  empty  for  loads.  The  tonnage  is 
made  up  chiefly  of  forest  products.  Formerly  a  freight  boat  was  operated  between 
Norfolk  and  Weldon,  N.  C,  taking  in  Elizabeth  City  intermediate,  but  I  believe  this 
line  has  been  bought  up  by  the  railroads. 

The  owners  of  the  canal,  or  the  Canal  Company,  are  in  no  sense  common  carriers,  but 
furnish  a  highway  for  commerce,  and  their  waters  are  open  to  boats  of  suitable  draft, 
operated  by  anybody  paying  tolls.  The  Richmond  Cedar  Works  own  tugboats  ancl 
barges  which  are  used  to  bring  logs  to  Richmond  to  be  manufactured  by  them  into 
wooden  ware.  They  only  carry  for  themselves  in  order  to  control  their  supplies. 
There  are  various  independent  transportation  companies  operating  barges,  towed  by 
tugs,  and  are  hired  out  for  carnage  of  any  freight  that  may  offer.  Small  sailing  vessels 
operate  through  the  canal  between  Norfolk  and  points  in  the  Albemarle  and  Pamlico 
sounds  and  the  rivers  of  North  Carolina. 

Besides  the  packet  lines  mentioned  above  there  are  the  various 
agencies  engaged  in  towing  rafts  and  barges.  All  the  local  business 
or  towing  thi'ough  the  canal  is  done  by  Hudson  &  Bros.,  of  Norfolk, 
who  are  the  towing  agents  of  the  Lake  Drummond  Canal  Company. 
Hudson  &  Bros,  occupy  about  the  same  relation  to  this  company  as 
exists  between  the  Albemarle  and  Chesapeake  Canal  Towing  Com- 
pany and  the  Albemarle  and  Chesapeake  Canal  Company.  A  shipper 
at  Newbern  says: 

No  regular  schedule  freight  lines  operate  through  the  canal,  but  the  ship  brokers  at 
Norfolk  and  other  cities  notify  the  captains  and  they  put  the  boats  in  the  place  *  *  * 
and  we  don't  know  whether  the  carrier  is  an  individual,  a  corporation,  or  a  partnership. 
My  idea  is  they  are  mostly  individual  owners  of  the  boat,  and  often  the  captain 
is  part  owner. 

Competition  on  the  canal. — Severe  competition  from  railroads  has 
been  encountered  by  the  Virginia-Carolina  Inland  Steamship  Com- 
pany (Le  Roy  Steamboat  Company).  The  character  of  this  com- 
petition and  the  methods  adopted  by  the  railroads  to  drive  this  line 
out  of  business  through  the  operation  of  the  steamer  Newton  of  the 
Dismal  Swamp  Steam  Packet  Company,  is  indicated  below.  Mr.  Le 
Roy,  president  and  general  manager  of  the  Virginia-Carolina  Inland 
Steamship  Compan}^,  states  as  the  reason  that  his  compan}^  has  been 
able  to  continue  business  that  the  owners  of  the  line  are  wholesale 
grocers  and  began  the  carrying  business  with  one  boat  to  carry  their 


STATE   AND    PRIVATE    CANALS  297 

own  goods,  many  of  the  patrons  being  personal  friends  of  the  owners. 
The  Virginia-Carolina  Inland  Steamship  Company  has  sought  to 
secure  thi'ough  shipping  arrangements  at  Norfolk  with  the  New 
York,  Philadelphia  and  Norfolk  Railroad  Company,  the  Baltimore 
Steam  Packet  Company,  and  the  Norfolk  and  Washington  Steam- 
boat Company.  Such  arrangements  were  refused  by  these  com- 
panies, and  to  compel  their  acquiescence  complaint  was  made  to  the 
Virginia  State  Corporation  Commission.  The  defendant  companies 
demurred  to  this  complaint,  resting  then-  demurrer  on  the  ground  that 
the  State  commission  had  no  jurisdiction  or  authority  in  the  case,  since 
the  shipments  in  question  were  altogether  interstate  shipments;  and 
further,  that  the  commission  had  no  power  nor  authority  to  compel 
the  defendant  companies  to  enter  into  a  contract  of  the  character 
sought  by  the  petitioners.  This  demurrer  was  sustained  by  the  deci- 
sion of  the  commission  so  far  as  interstate  shipments  were  con- 
cerned. The  Virginia-Carolina  Steamship  Company  then  (in  the 
spring  of  1906)  instituted  inquiry  at  the  office  of  the  Interstate  Com- 
merce Commission  at  Washington,  and  was  advised  that  while  the 
Commission  could  give  a  ruling,  yet  it  had  no  power  to  enforce  any 
order,  and  that  a  proceeding  before  it  w^ould  probably  avail  nothing. 
Advantages  of  the  Dismal  Swamp  Canal. — Several  shippers  over 
this  canal  stated  to  an  agent  of  the  Bureau  of  Corporations  in  the 
spring  of  1906  its  advantages  and  the  extent  to  which  persons  living 
on  the  route  of  the  canal  depended  upon  it.  A  coal  dealer  at  New- 
born, N.  C,  said: 

We  have  been  in  the  coal  business  here  ten  years,  getting  our  supply  from  Phila- 
delphia, Baltimore,  and  Norfolk  through  the  canals.  We  probably  get  2,500  tons 
annually.  There  are  times  when  we  want  it  quick,  and  then  it  has  to  come  by  rail, 
but  we  prefer  the  canals,  and  all  coal  comes  that  way  under  normal  conditions.  We 
get  a  better  rate  via  the  canal  and  it  is  more  convenient  to  reach  our  yard  by  water. 
Bituminous  coal  is  the  only  kind  we  get  here  by  rail  and  there  is  not  much  difference 
between  the  railroad  and  water  rates.  As  to  anthracite,  the  rail  rates  would  be  pro- 
hibitory. We  get  our  bituminous  coal  from  the  Pocahontas  mines,  Virginia,  some- 
times by  rail,  but  nearly  all  times  by  rail  to  Norfolk,  thence  through  the  canal  by 
barge  to  our  yard.  Under  ordinary  conditions  the  water  route  is  cheaper,  but  there 
are  times  in  winter  when  barges  are  much  engaged  in  carrying  fertilizers,  and  to  get 
water  transportation  at  that  time  costs  about  as  much  as  the  railroad  rate.  The 
published  all- rail  rate  is  $2.05  per  short  ton  from  the  mines  to  this  city.  The  water 
rate  from  Norfolk  to  Newbern  is  85  cents  per  long  ton.  The  nature  of  tonnage 
through  the  canals  is  fertilizers,  hay,  grain,  salt,  hardware,  cotton  bagging  and  ties, 
coal,  and  general  merchandise.  A  great  deal  of  light  freight  comes  through  the  canal, 
and  when  the  merchants  are  not  in  a  hurry  they  prefer  their  supplies  brought  via  canal 
on  account  of  less  freight.  There  is  no  serious  difficulty  about  slowness  of  transporta- 
tion. It  is  surprising  with  what  dispatch  we  can  get  our  goods  by  water.  The  canals 
need  improving — that  is,  they  should  be  made  deeper  and  wider,  which  would  be  a 
good  thing  for  east  North  Carolina.  This  section  is  very  dependent  on  canals.  It 
would  amount  to  a  calamity  to  our  business  men  if  the  canals  were  closed.  They 
are  our  only  outlet.  The  sand  bars  along  the  coast  make  the  water  so  shallow  that 
there  is  absolutely  no  place  of  entrance  and  no  way  to  get  in  here  except  via  the 
canals.  We  are  here  on  deep  water  with  large  enterprises  and  plenty  of  business, 
and  we  are  cut  off  from  the  ocean  by  shallow  water.  If  the  canals  were  closed,  we 
would  be  at  the  mercy  of  the  railroads,  which  is  a  fate  we  do  not  even  wish  to  consider. 

A  dealer  in  corn,  grain,  etc.,  in  Newbern,  said  to  a  representative 
of  the  Bureau: 

We  ship  large  quantities  of  feed  through  the  canals  from  Norfolk  to  this  city,  proba- 
bly 200,000  bushels  of  corn  and  18,000  or  20,000  bushels  of  oats.  We  pay  on  corn 
3  cents  per  bushel,  and  for  oats  2h  cents,  which  includes  toll  and  every  other  charge. 
We  have  nothing  to  do  with  tolls  and  no  special  carrier.     When  we  wish  shipments  to 

31673— S.  Doc.  325,  60-1 20 


298  REPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 

be  made  from  Norfolk  we  notify  ship  brokers  and  they  find  the  cai'rier  to  bring  our 
supply.  We  are  very  dependent  on  the  canals,  because  steamers  can  not  bring  goods 
in  bulk,  and  we  would  have  to  go  to  the  expense  of  having  it  sacked. 

Evidence  to  the  same  effect  was  furnished  by  a  kimber  operator 
of  EHzabeth  City,  who  said: 

The  opening  of  this  waterway  has  had  a  decided  tendency  to  keep  railroad  rates  on  a 
level.  I  am  afraid  the  new  railroad  syndicate  will  get  control  of  it.  It  has  been 
thoroughly  shown  that  it  lowers  railroad  rates.  Flour  was  15  cents  per  l^arrel  by 
railroad,  and  when  waterways  were  opened  it  went  down  to  8,  and  I  think  it  is  now  10. 
We  are  on  a  basis  of  4  cents  per  hundred  by  rail  from  here  to  Norfolk  on  manufactured 
lumber,  or  about  $1.25  per  1,000  feet.  By  water  it  would  be  $1.10.  Barge  loads  of 
manufactured  lumber  make  more  bulk  than  we  usually  sell,  but  when  wholesale 
dealers  in  Baltimore  and  Philadelphia  want  it  in  large  quantities  it  goes  by  barge. 

He  stated  that  the  pohcy  of  the  Norfolk  and  Southern  road  has 
been  to  drive  out  competition  through  the  canal : 

They  have  put  many  companies  out  of  business  and  have  worked  hard  to  keep  out 
the  J.  H.  Le  Roy  Company,  and  have  followed  him  with  boats.  They  have  cut  the 
rates,  but  Le  Roy  has  been  able  to  hold  out.  The  railroad  would  run  boats  at  a  loss, 
so  I  understand,  to  destroy  competition.  It  was  cheaper  to  do  this  than  to  buy  the 
canal.  The  Norfolk  and  Southern  some  years  ago  brought  cotton  from  some  point  on 
the  Atlantic  and  North  Carolina  Railroad,  say  Kinston,  to  Newbem,  shipped  it  on 
their,  boats  to  Elizabeth  City,  unloaded  it  here,  and  loaded  it  on  cars  and  then  took  it 
to  Norfolk  for  $1  per  bale.  From  other  points  on  Albemarle  Sound  and  tributary 
rivers,  when  the  distance  was  no  more  than  half,  but  there  was  no  competition,  they 
charged  from  $1.25  to  $1.50  per  bale. 

MINOR  CANALS 

Other  canals  of  minor  importance  in  North  Carolina  are  the  Fair- 
field Canal  and  the  Newbern  and  Beaufort  Canal.  The  former  is  a 
short  canal,  about  4  miles  long,  in  Hyde  County  between  Fairfield, 
N.  C,  and  the  Alligator  Kiver.  It  has  considerable  local  impor- 
tance, passing  through  a  rich  farming  country  having  no  railroad 
facilities.  One  boat,  the  steamer  Alma,  trading  under  the  name  of 
the  Fairfield  and  Elizabeth  City  Transportation  Company,  uses  the 
canal  as  a  part  of  its  regular  weekly  route  between  Elizabeth  City 
and  Fairfield.  The  canal  is  also  used  by  an  occasional  sailing  vessel. 
The  steamboat  company  prorates  with  the  Norfolk  and  Southern 
Railroad  at  Elizabeth  City.  The  depth  of  the  canal  is  about  6  feet, 
wliich  seems  to  be  deep  enough  to  answer  the  purposes  of  the  trade. 
Corn  is  moved  between  the  middle  of  November  and  March  and 
makes  a  busy  season  for  the  boat.  The  Albemarle  and  Chesapeake 
Canal  Company  is  said  to  be  a  large  stockholder  in  the  Fairfield 
Canal  Company,  and,  with  the  owner  of  the  steamer  Alma,  is  believed 
to  hold  a  majority  of  the  stock. 

The  Newbern  and  Beaufort  is  a  small  canal  3.2  miles  long  owned  by 
the  Newbern  and  Beaufort  Canal  Company,  and  is  controlled  by  the 
Albemarle  and  Chesapeake  Canal  Company  through  stock  ownership. 
It  connects  the  head  of  Clubfoot  Creek,  which  empties  into  the  Neuse 
River,  with  the  head  of  Harlowe  Creek,  a  tributary  to  the  Newport  River, 
thus  forming  part  of  the  40  miles  of  waterway  between  Newbern  and 
Beaufort.*  The  annual  report  of  the  Chief  of  Engineers,  U.  S. 
Army,  1906,  p.  1152,  says  of  this  canal  that  the  corporation  owning 
it  does  very  little,  if  anything,  in  the  way  of  maintenance,  and  that 
the  United  States  makes  no  expenditures  on  this  canal,  and  makes 

"Report  of  Chief  of  Engineers,  1906,  part  1,  p.  260. 


STATE   AND   PRIVATE    CANALS 


299 


no  effort  to  keep  the  rest  of  the  waterway  in  better  condition  than 
the  canal  itself.  Hence,  the  value  of  the  waterway  is  \ery  much 
restricted,  and  its  full  value  can  never  be  developed  so  long  as  the 
above  conditions  prevail.  Commerce  for  1905  through  tliis  system 
of  waterways  amounted  to  83,667  tons,  a  gain  of  1,648  tons  over 
1904.  It  consisted  principally  of  timber,  lumber,  fertilizers,  cotton, 
cotton  seed,  cotton-seed  meal  and  oil,  hay,  fish,  grain,  oysters,  clams, 
and  general  merchandise.  No  toll  charges  are  made  on  the  canal. 
The  manager  of  the  Virginia-Carolina  Chemical  Company  at  Newbern, 
N.  C,  says: 

We  ship  via  the  Beaufort  Canal  to  southern  points,  and  if  we  could  get  an  outlet 
to  Wilmington  we  would  use  the  canal  more.  This  little  canal  serves  a  good  pur- 
pose now,  and  if  it  were  wider  and  deeper  it  would  be  a  big  help  to  us  in  getting 
goods  from  Charleston  *  *  *.  We  are  as  much  interested  in  opening  up  the  southern 
route  via  the  Newbern  and  Beaufort  Canal  as  we  are  in  the  northern  route.  The 
Beaufort  Canal  is  so  small  and  shallow  it  is  not  adequate  for  large  boat  loads  of  heavy- 
freight. 

Another  shipper  at  Newbern  says: 

We  ship  also  through  the  Newbern  and  Beaufort  Canal.  There  is  a  fine  chance 
there  for  business  if  they  had  a  little  more  water,  but  we  can't  get  any  appropria- 
tions to  widen  or  deepen  the  channel,  because,  I  suppose,  the  railroads  are  against 
us.  Although  they  have  trouble  getting  through  this  canal,  they  still  continue  to 
try  to  use  it  and  do  use  it,  and  they  have  a  good  deal  of  trouble  with  the  shallow- 
water  and  get  aground  very  often,  and  have  to  pole  through  it  and  use  extraordi- 
nary means,  but  still  they  keep  on  trying  to  get  through.  It  proves  how  useful  it 
would  be  if  it  were  deeper  and  wider.  It  would  certainly  open  up  a  big  business 
section. 

STATE  AND  PRIVATE  CANALS  IN  LOUISIANA 

Louisiana  has  many  small  canals,  some  of  them  being  used  for 
drainage  purposes.  None  of  them  are  of  much  commercial  importance. 
The  more  important  are  (1)  New  Basin  Canal,  (2)  Old  Basin  Canal, 

(3)  Barataria   and   Lafourche  Canal    (known   as   Company  Canal), 

(4)  Harvey's  Canal,  and  (5)  Lake  Borgne  Canal.  The  New  Basin 
Canal  is  owned  by  the  State  of  Louisiana — the  others  are  private 
canals.     These  canals  are  taken  up  separately  below. 

Several  canals  for  oyster  traffic  have  been  built  by  the  Louisiana 
Navigation  and  Fisheries  Company  in  the  last  few  years.  This  com- 
pany at  present  controls  the  following  canals:  Bay  Adam  or  Doullut 
Canal,  Quarantine  Bay  Canal,  Salt  Works  Canal,  Mevers  Canal,  Bay 
Fontenette  Canal,  and  Beppo  Canal.  These  are  all  in  southern  Lou- 
isiana and  were  built  to  develop  the  rich  fish  and  oyster  industry  on 
the  lower  coast.  Other  small  canals  used  by  oyster  boats  in  southern 
Louisiana  are  the  Stockfleth  Canal,  Nestor  Canal,  and  the  Jurgevich 
Canal.  The  following  table  shows  the  date  of  the  construction  and 
the  dimensions  of  the  more  important  of  these  oyster  canals: 


Canal. 


Date  of 
con- 
struc- 
tion. 


Dimensions. 


Length.     Width.     Depth. 


Ba-v  Adam 

Stockfleth 

Nestor 

Jurge-vich 

Saline 

Quarantine  Bay 


<H888 


1894 
1900 


Feet. 
4,800 
3,456 
6,270 
4,180 
2,500 
1,795 


Feet. 
35 
32 
25  to  35 
25 
35 
32 


Feet. 
5 
5 

7  to  16 

a4 

5 

5 


«  About. 


300  REPORT   or    THE   INLAND    WATERWAYS   COMMISSION 

There  are  a  number  of  other  short  navigation  canals  in  the  State, 
of  small  importance.  In  former  years  there  were  quite  a  number 
of  navigation  canals  in  the  Red  River  Valley  constructed  around 
obstructions  in  the  main  channel  of  the  river  to  connect  the  pools  of 
clear  water  above  and  below  the  obstruction,  but  these  have  all 
passed  out  of  use  since  the  building  of  levees  and  the  confinement 
of  the  waters  of  the  Red  River  to  the  main  stream.  There  are  also 
quite  a  number  of  irrigation  canals  in  the  State,  many  of  which  are 
of  considerable  length  and  section,  operated  in  connection  with 
pumping  plants  of  large  capacities,  most  of  which  will  perhaps 
ultimately  develop  into  navigation  as  well  as  irrigation  canals. 

NEW    BASIN    CANAL 

Description. — This  canal  is  now  owned  by  the  State  of  Louisiana. 
It  is  6.70  miles  in  length,  with  no  locks,  and  extends  from  Rampart 
street,  between  Julia  street  and  Howard  avenue  in  New  Orleans,  to 
Lake  Pontchartrain.  The  canal  is  8  feet  deep  and  100  feet  wide. 
New  Orleans  is  the  only  town  served  by  it. 

Control. — The  canal  is  managed  by  a  board  of  control,  of  5  mern- 
bers,  appointed  by  the  governor,  the  members  of  which  act  gratui- 
tously. A  superintendent  and  other  officers  are  also  appointed  by  the 
governor.  The  board  of  control  and  the  superintendent  make  biennial 
reports  to  the  governor. 

Towing. — Towing  on  the  canal  is  done  by  two  towboats  owned 
by  the  State.  A  toll  of  30  cents  per  ton  on  the  gross  weight  includes 
the  towing  of  the  vessel  or  barge  from  the  mouth  of  the  canal  to  its 
mooring  place,  and  back  to  the  mouth  of  the  canal  when  unloaded. 

Equipment  and  traffic. — The  class  of  craft  plying  on  the  canal 
consists  of  small  sailing  vessels  and  barges.  The  work  of  handling 
barges  on  the  canal  is  getting  heavier  every  year,  since  the  barges 
are  "being  built  larger  all  the  time.""  This  towing  is  done  by  the 
two  tugboats  referred  to  above,  the  Meta  and  the  N.  S.  HosMns,  of 
33  gross  and  6  net  tons  and  24  gross  and  12  net  tons,  respectively. 

The  average  tonnage  of  the  barges  is  from  90  to  100  tons. 

During  the  period  from  May  1,  1904,  to  March  31,  1906,  there 
were  6,298  arrivals  in  the  canal  and  6,119  departures.  Receipts  of 
produce  during  the  same  period''  amounted  to: 

Molasses barrels. .  473 

Wool                              bundles. .  312 

Hides 951 

Clay barrels. .  22,  390 

Cotton  seed sacks. .  39,  548 

Cotton bales. .  II,  894 

Lumber feet. .  104, 002,  000 

Wood cords..  31, 197 

Brick                                      thousands . .  18, 125 

Sand                              barrels. .  2,  410, 130 

Shells do. . . .  665, 100 

Charcoal do. . . .  872, 115 

Tar do. ...  198 

Moss bales. .  153 

Shingles             tliousands . .  9,  210 

Laths do. . . .  7,  337 

Staves 1 .]  31,  460 

o  Report  of  board  of  control,  1904^1906,  p.  5. 

*  Compiled  from  Report  of  Superintendent,  1904-1906. 


STATE   AND  PRIVATE   CANALS  301 

Rosin barrels. .  41, 126 

Spirits  of  turpentine do 13, 182 

Rice barrels  and  sacks. .  1, 096 

Poultry coops. .  207 

Eggs cases. .  4,  111 

Potatoes barrels  and  bags. .  649 

Boxwood pieces. .  5,  697 

Oysters cases. .  1,  225 

Gravel barrels. .  91,  260 

Melons 38,  600 

Junk,  bones,  and  stone pounds. .  708,  000 

Flaxseed,  honev,  and  pecans barrels. .  365 

j^^                   '                                                                              /number..  115,663 

^°SS--  ■  ■  ■ \. . .  .feet. .     29, 402, 017 

Wharf  piling  and  tinibcr pieces. .  6,  623 

Oranges boxes. .  141 

Beehives do 330 

Furs bundles. .  104 

The  above  table  includes  only  the  inbound  freight;  no  record 
is  kept  of  tlie  outgoing  freight.  These  shipments  came  from  points 
in  soiithernLouisianaon  LakePontchartrain.  The  estimated  inbound 
tonnage  for  the  period  May  1,  1906,  to  April  30,  1907,  amounted  to 
130,912  tons.« 

Maintenance. — No  money  has  been  appropriated  by  the  State  of 
Louisiana  for  the  maintenance  or  operation  of  this  canal,  but  it 
depends  entirely  for  its  existence  upon  the  money  received  from 
tolls.  The  canal  is  exceedingly  in  need  of  repair,  and  the  excess  of 
toll  receipts  over  the  salaries  of  the  officers  is  devoted  to  keeping 
the  canal  open  for  navigation.  The  salaries  of  the  officers  (superin- 
tendent and  other  men  on  the  canal)  are  small.  The  receipts  for  the 
year  ending  April  30,  1907  were  $51,438.93,  and  the  expenditures 
were  $49,447.66.  The  finances  of  the  canal  are  handled  by  the 
board  of  control  previously  referred  to,  and  the  superintendent 
also  appears  to  have  some  authority  to  make  contracts  for  minor 
improvements  and  repairs. 

Effect^  on  freight  rates. — So  far  as  appears,  navigation  on  this 
canal  has  no  appreciable  effect  on  railroad  freight  rates,  nor  does 
the  change  of  seasons  appear  to  affect  the  cost  of  transportation. 
No  data  regarding  freight  rates  charged  by  the  small  sailing  craft 
and  barges  are  available. 

History. — The  canal  was  built  by  the  New  Orleans  Canal  and 
Banking  Company,  which  was  chartered  for  the  purpose  by  the 
Louisiana  legislature  in  1831.  The  work  of  construction  was  com- 
pleted in  1837,  the  whole  cost  being  $1,226,070.  In  1866,  the  canal 
reverted  to  the  State  and  was  leased  to  individuals,  until  after  the 
atloption  of  the  constitution  of  1879,  which  pro^aded  that  the  canal 
shoidd  not  be  leased  or  aHenated.  In  the  following  year  the  legisla- 
ture provided  for  the  appointment  of  a  superintendent  and  other 
officers.'* 

OLD    BASIN    CANAL 

Description. — The  Old  Basin  Canal  is  owned  by  the  Carondelet 
Canal  and  Navigation  Company,  a  private  corporation.  It  extends 
from  North   Basin  street,   near  Toulouse  street,  in  New  Orleans, 

o  Estimate  by  D.  J.  Breen,  Secretary  of  Board  of  Control. 

^  History  of  New  Basin  Canal  and  Shell  Road,  by  Henry  L.  Fa\Tot,  accompanying 
Report  of  Board  of  Control  and  Superintendent,  1896-1898,  p.  46,  et  seq. 


302  BEPOET   OF   THE   INLAND   WATERWAYS   COMMISSION 

and  connects  with  Bayou  St.  John,  which  empties  into  Lake  Pont- 
chartrain  at  Spanish  Fort.  The  artificial  waterway,  or  canal  proper, 
is  about  2.5  miles  long;  the  Bayou  St.  John,  from  the  point  where 
the  canal  enters  it,  extends  4  miles  to  Lake  Pontchartrain,  making 
a  length  of  about  7  miles.  As  in  the  case  of  the  New  Basin  Canal, 
the  only  town  served  is  New  Orleans.  The  width  of  the  canal  at  the 
water  line  is  55  to  65  feet,  and  the  width  at  the  bottom  is  approxi- 
mately the  same.     The  depth  is  about  7  feet.     There  are  no  locks. 

Control. — The  canal  is  owned  and  operated  by  the  Carondelet 
Canal  and  Navigation  Company,  a  private  corporation  organized 
under  the  authority  of  the  Louisiana  legislature  by  act  of  March  14, 
1857.  Act  74  of  1858  (37  An.  100)  provides  that  the  canal  shall  revert 
to  the  State  in  1908."  The  officers  of  the  company  are  George 
Lhote,  president;  Fritz  Jahncke,  vice-president;  W.  P.  Nichols,  sec- 
retary, and  J.  M.  Lamar,  superintendent,  all  of  New  Orleans,  La. 
The  directors  are  L.  S.  Berg,  W.  C.  Dufour,  A.  J.  Kossi,  J.  V.  Roca, 
W.  H.  Demoruelle,  Victor  Demoruelle,  George  Lhote,  Fritz  Jahncke, 
and  Ivy  T.  Preston,  all  of  New  Orleans. 

In  the  schedule  submitted  by  the  company  it  is  stated  that  the 
amount  of  common  stock  authorized  is  $500,000,  of  which  $214,000 
has  been  issued.  There  is  no  preferred  stock  nor  bonds  or  other  indebt- 
edness. In  recent  vears  the  amounts  and  the  rate  of  the  dividends 
paid  have  been  as' follows— 1896,  $4,280,  2  per  cent;  1897,  $6,420, 
3  percent;  1898,  $10,700,  5  per  cent;  1899,  $6,420,  3  per  cent;  1900, 
$4,280,  2  percent;  and  1902,  $3,210,  U  per  cent. 

In  the  office  of  the  attorney-general  of  Louisiana  is  a  report  made 
by  a  master  in  chancery  on  complaint  of  minority  stockholders  that 
the  San  Francisco  (Frisco)  Railroad  was  getting  control  of  a  majority 
of  the  stock  and  building  their  railroad  on  the  canal  property.  This 
matter  was  never  brought  to  issue. 

Towing. — The  motive  power  in  use  on  the  canal  is  steam,  the 
canal  company  owning  and  operating  one  small  steam  tug  for  towmg 
vessels.     They  say  in  their  schedule : 

We  operate  a  steam  [tow  boat]  not  for  profit,  but  simply  for  the  accommodation  of 
our  patrons,  and  charge  simply  enough  to  cover  operating  expenses  and  depreciation 
on  the  vessel. 

The  tolls  are  30  cents  per  gross  admeasured  ton,  which  includes  tow- 
ing from  the  mouth  of  the  canal  to  destination  on  the  canal  and  back. 
A  5  per  cent  reduction  from  this  rate  is  made  if  paid  in  ten  days. 
Prior  to  1878  this  charge  appears  to  have  been  60  cents  per  ton;  in 
1878  it  was  reduced  to  35  cents  per  ton,  and  the  present  rate  has  been 
in  effect  since  1902. 

Equipment  and  traffic. — The  canal  companj"  is  not  engaged  in  trans- 
portation. In  addition  to  the  steam  tug,  a  barge  boat  and  a  pile 
driver  are  also  owned  by  the  company.  The  company  owns  no  ware- 
house, but  does  own  some  real  estate  exclusive  of  the  canal. 

In  reply  to  the  query  by  the  Bureau  of  Corporations  regarding  the 
total  tonnage  carried  through  the  canal  in  1904  and  1905  the  company 
replied :  "We  have  no  control  over  cargoes  and  can  not  answer  this." 
The  New  Orleans  Times-Democrat  of  Sunday,  September  1, 1907,  how- 

«  Historj^  of  New  Basin  Canal  and  Shell  Road,  by  Henry  L.  Fa\Tot,  p.  52  included  in 
Report  of  Board  of  Control  and  Superintendent  of  New  Basin  Canal,  1896-98. 


STATE   AND   PRIVATE    CANALS  303 

ever,  publishes  the  following  figures  as  the  statement  of  the  canal  com- 
pany for  the  period  from  September  1,  1906,  to  August  22,  1907: 

Vessels,  all  classes: 

Arrived 1,  827 

Departed 1, 830 

Number  of  fisliing  sauicks  otlicr  tluia  oyster  boats 55 

Cargoes. 

Lumber feet. .  10,  680,  000 

Bricks 1, 060, 000 

Charcoal bushels..  67, 100 

Sand barrels. .  446,  380 

Shells do 150,  630 

Wood cords. .  6,  650 

Staves,  cypress 451, 000 

Shingles 223, 100 

Clay barrels. .  2,  500 

Gravel do 22, 000 

Oysters do 56,  895 

Piling pieces. .  3,  335 

Laths 1,  500, 000 

The  transportation  of  sand,  lumber,  bricks,  and  shells  used  in  the 
operations  of  contractors  and  builders  is  the  most  profitable  feature  of 
the  canal's  business. 

Regarding  freight  rates,  the  company's  statement  in  the  schedule 
submitted  says: 

We  have  nothing  to  do  with  freight.  We  simply  charge  vessels  for  the  use  of  our 
waters.  *  *  *  It  is  impossible  at  short  notice  to  give  the  names  of  owners  or 
ascertain  their  freight  rates,  as  they  are  mostly  small  sailing  craft  and  keep  no  record  of 
their  cargoes. 

The  schedule  also  denies  the  connection  with  railroads  of  any  of  the 
transportation  agencies  operating  on  the  canal,  and  further  on  says 
that  railroads  have  nothing  to  do  with  the  freight  on  the  canal. 

The  average  tonnage  or  the  boats  is  from  80  to  90  tons,  mostly 
small  schooners  or  luggers. 

Maintenance. — The  earnings  and  expenses  of  the  company  were 
not  reported  on  the  schedule  submitted.  The  maintenance  of  the 
canal  is  believed  to  amount  to  about  SI 0,000  a  year,  and  the  cost  of 
operation  and  improvements  to  cost  about  $8,000  more,  making  an  an- 
nual total  of  about  $18,000.  There  are  no  receipts  other  than  fi-om 
tolls.  The  company  grants  no  water  rights.  In  reply  to  the  query 
as  to  what  recent  improvements  have  been  made  on  the  canal,  the  com- 
pany replied : 

Simply  the  building  of  a  new  tug  valued  at  $8,000  and  general  maintenance  of  the 
depth  of  channel,  which  is  now  over  twice  as  much  as  is  required  by  our  charter  pro- 
visions. 

The  property  is  exempt  from  taxation. 

History. — The  Old  Basin  Canal  belongs  to  historic  New  Orleans. 
The  canal  was  built  by  Baron  Carondelet  in  the  early  part  of  last 
century,  a  few  years  after  the  United  States  had  purchased  from 
France  that  vast  territory  comprising  \Wiat  was  then  known  as 
Louisiana.  The  canal  was  owned  by  the  heirs  of  the  baron  for  many 
years,  but  in  1857,  the  Carondelet  Canal  and  Navigation  Company 
was  incorporated,  the  canal  becoming  the  property  of  this  company. 
The  companv's  charter  was  to  expire  in  fifty  years  and  the  canal  prop- 
erty to  revert  to  the  State.     There  has  been  a  great  deal  of  discussion 


804  REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

between  the  corporation  and  the  State  as  to  the  date  of  the  expiration 
of  the  charter,  the  State  officials  maintaining  that  it  would  expire  in 
1907  and  the  corporation  that  the  charter  expires  in  1908.  This,  how- 
ever, is  mere  detail,  as  the  canal  will  revert  to  the  State  and  become 
State  property,  and  is  likely  to  be  operated  as  the  New  Basin  Canal 
is  now  operated. 

General. — The  Old  Basin  Canal  is  paralleled  by  the  New  Basin 
Canal,  whose  rules  and  regulations  are  practically  the  same.  Neither 
of  these  canals  is  an  important  factor  in  transportation  at  present. 
Only  light-draft  vessels  can  navigate  their  waters,  and  as  they  do  not 
connect  with  the  Mississippi  River  their  transportation  is  limited  to 
products  that  are  brought  from  the  shores  of  Lake  Pontchartrain  and 
the  surrounding  country  to  the  city  of  New  Orleans,  it  all  being  simply 
local  trade. 

BARATARIA  AND  LAFOURCHE  CANAL 

Description. — TheBarataria  and  Lafourche  Canal, generally  known 
as  Company  Canal,  is  owned  by  an  individual,  Mr.  R.  R.  Barrow,  of 
Westwego,  La.  The  canal  proper  extends  from  the  Mississippi  River 
at  Westwego,  La.,  just  above  and  opposite  New  Orleans,  for  about  7 
miles  to  Bayou  Barataria.  Passing  through  the  canal  and  various 
bayous  and  lakes,  small  boats  can  reach  Houma,  La.,  a  distance  of 
about  57  miles,  including  about  22  miles  of  artificial  w^aterways. 
The  system  of  water  communication  passes  through  the  parishes  of 
Jefferson,  Lafourche,  and  Terrebonne  and  includes  the  bayous  Bara- 
taria, De  Allemands,  Lafourche,  and  Terrebonne.  It  is  open  to 
navigation  for  the  entire  year. 

At  present  craft  can  go  as  far  as  Houma,  La.  Preparations  are  be- 
ing made  to  cut  a  connecting  link  between  Bayou  Terrebonne  and 
Bayou  Black  at  the  town  of  Houma.  This  when  completed  will  fur- 
nish a  through  route  to  Morgan  City. 

The  width  of  the  canal  proper  is  45  feet,  with  a  depth  of  6  feet. 
The  canal  was  constructed  about  1830.  There  is  one  lock,  connecting 
with  the  Mississippi  River.  This  lock  can  accommodate  vessels  of 
160  feet  length,  25  feet  beam,  drawing  6  feet  of  water. 

Control. — As  already  stated,  the  canal  is  ow^ned  by  R.  R.  Barrow 
of  Westwego,  Jefferson  Parish,  La.  Mr.  Barrow  states  that  the  canal 
is  not  leased  to  any  railroad  company,  nor  do  the  railroads  prorate. 

Towing. — Craft  on  the  canal  are  propelled  by  gas,  steam,  and 
sail.  No  job  towing  company  appears  to  operate  exclusively  on  the 
canal.  Mr.  Barrow  says,  "We  operate  no  boats;"  and  in  reply  to  the 
query  whether  any  of  the  transportation  agencies  operating  on  the 
canal  are  connected  with  railroads,  he  replied,  "We  know  of  none. 
We  charge  for  use  of  canal  and  have  nothing  to  do  with  the  operation 
of  the  boats  using  canal." 

Equipment  and  traffic. — The  rate  of  toll  is  50  cents  per  gross  ton, 
but  special  rates  are  made  to  boats  that  make  regular  trips.  No  toll 
sheets  are  published.         - 

Regarding  freight  charges,  the  statement  is  made,  "All  rates  on 
freight  carriers  are  governed  by  the  railroad  commission  of  this  State" 
(Louisiana). 

No  record  is  kept  of  the  annual  tonnage  movement  through  the 
canal.  The  canal  freight  consists  mainly  of  lumber,  sugar,  moss, 
molasses,  produce,  fish,  oysters,  and  game.     In  1904,  the  chief  State 


STATE  AND   PRIVATE   CANALS  305 

engineer  of  Louisiana  estimated  the  annual  tonnage  at  about  75,000 
tons.  Very  little  traffic  is  carried  on  through  this  canal,  except  small 
luggers  carrying  fish  and  vegetables  for  the  New  Orleans  market. 
It  passes  through  a  low,  marshy  country. 

Receipts  from  tolls  are  about  $1,500  per  month  in  the  busy  season. 

Mainteifiance. — The  canal  has  no  debts.  The  approximate  amount 
expended  for  maintenance  is  about  $8,000  annually.  A  new  lock  was 
built  in  1903  and  constant  dredging  is  necessary  to  keep  the  canal 
open.  The  present  owner  has  received  no  aid  from  the  State  nor 
from  the  United  States  Government. 

HARVEY    CANAL 

Description. — Harvey  Canal  extends  from  Harve}^,  La.,  on  the 
Mississippi  River  just  below  New  Orleans  to  Bayou  Barataria,  a 
distance  of  5.35  miles.  It  has  had  no  connection  with  the  river, 
the  necessary  connecting  lock  not  being  built,  and  it  therefore  has 
been  of  small  commercial  importance.  The  canal  is  about  70  feet 
wide  and  about  6  feet  deep.  The  construction  of  a  lock  connecting 
with  the  Mississippi  River  has  been  undertaken.  Tliis  is  to  be  184 
feet  long,  30  feet  wide,  wdth  7  feet  of  water  over  the  miter  sill  at  low 
water.  Dredging  the  canal  to  a  width  of  80  feet  and  a  depth  of  8 
feet  is  contemplated. 

Control. — The  canal  is  owned  by  the  Harvey  Canal  and  Land 
Improvement  Company,  Horace  H.  Harvey,  secretary,  Harve}*,  La. 
Robert  L.  Harvey  is  the  principal  stockholder.  » 

Equipment  arid  traffic. — Small  oyster  boats  and  skiffs  carrying 
vegetables,  fish,  etc.,  and  a  few  pleasure  launches  are  the  only  craft 
that  use  tliis  canal. 

When  the  lock  connecting  the  Mississippi  is  completed,  and  the 
canaJ  is  dredged  deeper,  it  would  probably  carry  some  freight  and  be 
a  factor  in  reducing  railroad  rates.  There  are  no  towns  of  import- 
ance in  the  bottoms  traversed  by  this  canal.  The  receipts  from 
tolls  are  about  $15  or  $16  per  week.  The  canal  was  built  in  1858- 
1860. 

LAKE  BORGNE  CANAL 

Description. — This  is  a  private  canal  })uilt  about  1884  in  St.  Ber- 
nard Parish,  La.,  about  7  miles  in  length,  connecting  Lake  Borgne 
with  the  Mississippi  River  10  miles  below  New  Orleans.  It  was 
abandoned  until  new  locks  were  built  and  the  canal  reopened  in 
1901.  About  3  miles  of  the  canal  is  a  natural  bayou.  It  is  one  of  the 
largest  artificial  waterways  in  Louisiana.  There  are  no  feeders  or 
branch  lines.  The  canal  was  originally  built  to  bring  coal,  lumber,  brick 
and  buikling  material  from  Alabama  and  Gulf  ports  to  New  Orleans. 
It  shortens  the  distance  by  water  between  Mobile  and  New  Orleans 
by  about  60  miles.  The  time  required  to  go  through  the  canal  with 
an  ordinary  craft  is  about  two  or  three  hours. 

The  depth  of  the  canal  is  7  feet  below  mean  Gulf  level,  and  its 
minimum  width  is  80  feet.  A  lock  connects  the  canal  with  the 
Mississippi  River.  This  lock  is  200  feet  long,  40  feet  wide,  and  7 
feet  deep. 

Control. — The  Lake  Borgne  Canal  Company,  wliich  owns  the  canal, 
has  no  relation  with  other  carriers  tlu-ougli   the  ownership  of  stock 


306  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

or  other  securities.  Not  long  after  the  organization  of  the  Lake 
Borgne  Canal  Company  it  leased  the  canal  with  all  its  property, 
privileges,  and  franchises  to  one  William  J.  Kelly,  with  an  option  of 
purchase  to  the  lessee,  by  lease  to  begin  October  1,  1903,  and  to 
continue  for  a  term  of  twenty-five  years.  Kelly  assigned  liis  interest 
to  the  Southern  Transportation  Company,  which  was  by  consent  of 
the  Canal  Company  subrogated  to  all  the  rights  of  Kelly  under  the 
lease.  The  lease  recited  that  it  was  made  dependent  upon  the  exer- 
cise of  an  option  of  lease  held  by  the  AlabamaBarge  and  Coal  Company 
to  lease  the  canal  and  its  property,  said  option  running  until  January 
1,  1904.  At  a  meeting  held  March  1,  1904,  the  directors  of  the  Canal 
Company  adopted  a  set  of  resolutions,  which  after  reciting  that  since 
it  was  shown  that  considerable  time  must  elapse  before  the  canal 
could  be  properly  operated  under  the  lease,  since  the  development  of 
traffic  was  adverse  on  account  of  dullness  in  the  export  timber  trade, 
and  since  it  appeared  to  be  to  the  interests  of  the  Canal  Company  to 
take  such  action,  the  payment  of  rental  provided  for  the  first  three 
years  under  the  lease  was  suspended  and  was  made  subject  to  certain 
modified  terms  and  conditions. 

Some  time  prior  to  March  15,  1906,  the  Southern  Transportation 
Company,  which  proved  to  be  simply  a  couple  of  promoters,  went 
into  the  hands  of  a  receiver.  Mr.  Kelly,  the  original  lessee  of  the 
company,  was  made  receiver  and  proceeded  to  administer  the  affairs 
of  the  company.  A  special  agent  of  the  Bureau  of  Corporations  who 
visited  New  Orleans  m  May,  1906,  reported  that  the  affairs  of  the 
Southern  Transportation  Company  appeared  to  be  in  very  bad  shape, 
little  or  no  business  being  done  on  the  canal.  The  receiver  had  charge 
of  all  the  books,  and  the  secretary  of  the  Southern  Transportation 
Company  was  unable  to  furnish  any  information  regarding  the  affairs 
of  the  company.  At  the  time  of  the  visit  of  the  agent  of  the  Bureau, 
the  Canal  Company  expected  to  take  charge  of  the  canal  in  October, 
1906.  No  dividends  have  ever  been  declared  by  the  Lake  Borgne 
Canal  Company. 

Towing  and  toll  charges. — The  towing  and  toll  charges  on  the  Lake 
Borgne  Canal  are  shown  in  the  rate  circular  as  follows: 

CRAFTS  CONTAINING  MATERIALS  OTHER  THAN  COAL,  LUMBER,   OR  TIMBER 

Enrolled  vessels,  propelled  by  their  own  steam,  30  cents  per  gi-oss  registered  ton  for 
passage  through  canal  and  lockage. 

Enrolled  schooners,  same  as  enrolled  steam  vessels,  as  above. 

The  tonnage  of  all  noncargo-carrying  craft,  such  as  dredges,  etc.,  will  be  charged  on 
outside  measurement  of  hull,  at  the  rate  of  30  cents  per  ton  of  100  cubic  feet. 

Barges,  when  empty  or  carrying  material  not  classed  on  this  rate  sheet,  will  be 
charged  30  cents  per  ton  of  100  cubic  feet,  based  on  outside  measurement  of  hull. 

Luggers,  pleasure  yachts,  and  launches,  under  30  feet,  passage  through  canal  and 
locks,  under  their  own  power,  one  way,  $3.  Above  30  feet  in  length,  10  cents  per  run- 
ning foot. 

Skiffs,  rowboats,  and  canoes  passed  through  canal  and  locks  during  regular  lockings, 
50  cents  each.     Special  locking,  $3. 

CRAFTS  CONTAINING  LUMBER  AND  TIMBER 

Crafts  laden  with  lumber  or  timber,  65  cents  per  M  superficial  feet,  with  right  to 
return  empty  free  of  charge,  immediately  after  discharging  cargo.  Schooners,  etc., 
having  on  board  less  lumber  at  65  cents  per  M  feet  than  amount  of  tolls,  if  charged 
according  to  their  tonnage  or  length,  as  the  case  may  be,  will  be  charged  according 
to  their  length  or  tonnage. 


STATE    AND    PKTVATE    CANALS  307 

Piles  in  cribs  or  on  barge,  three-fourths  of  a  cent  per  ninning  foot. 

Timber  in  cribs,  65  cents  per  M  superficial  feet. 

Craft  not  to  be  loaded  to  exceed  a  maximum  draft  of  6  feet  (and  should  be  at  least 
6  inches  liy  the  stern)  nor  to  a  width  over  all  of  more  than  36  feet,  and  during  the  low- 
water  season  the  draft  is  not  to  exceed  5J  feet.  Any  delay  or  expense  occasioned 
through  noncompliance  with  these  instructions  will  be  at  the  risk  and  expense  of 
shipper. 

No  outside  tugboats  will  be  permitted  to  pass  through  canal  locks  with  barges  or  other 
craft  in  tow  without  paying  full  tolls,  uiiless  special  an-angements  are  made  to  the 
contrar)\ 

Barges  when  passing  through  the  canal  loaded  should  have  on  board  a  manifest  as  to 
details  of  cargo,  and  in  cases  of  lumber  or  timber,  the  amount  of  superficial  feet  on 
board . 

In  cases  of  necessity  towage  of  barges  for  delivery  to  steamers  and  points  in  river 
will  be  arranged  for  by  iis  on  request  and  the  actual  towage  rates  paid  by  us  will  be 
charged  for  such  service,  we  holding  ourselves  harmless  and  free  from  responsibility 
in  case  of  delay  or  other  circumstances  over  which  we  have  no  control. 

All  measuring  of  craft  to  be  done  by  this  company's  superintendent  at  the  canal, 
and  no  alterations  will  be  permitted;  no  other  measurements  will  be  accepted. 

Equipment  and  traffic. — As  to  transportation  on  the  canal,  no  definite 
information  is  available.  The  company  does  not  own  any  boats,  but 
the  barges  navigating  the  canal  average  about  400  tons.  As  the  State 
exercises  no  supervision  over  this  canal  there  are  no  reports  of  supervis- 
ing bodies.  There  are  no  returns  for  taxation  nor  any  records  with 
the  attorney-general  of  the  State.  This  canal  should  be  an  important 
factor  in  transportation,  but  it  has  been  unfortunate  in  its  manage- 
ment. On  the  completion  of  the  improvements  now  being  made  in  the 
Warrior  and  Black  Warrior  rivers  in  Alabama,  an  inside  all-water  route 
via  the  canal  will  be  available  from  the  coal  fields  of  Alabama  to  New 
Orleans,  and  under  proper  management  the  coal  traffic  through  the 
canal  should  assume  considerable  proportions. 

A  large  coaling  plant  was  erected  by  a  corporation  known  as  the 
Mississippi  River  Coaling  Company  at  the  mouth  X3f  the  canal  where 
it  enters  the  Mississippi  River,  about  10  miles  below  New  Orleans. 
The  object  of  erecting  this  plant  was  to  supply  vessels  with  coal.  It 
is  located  just  outside  the  harbor  limits  or  New  Orleans,  so  that  a 
foreign  vessel  cannot  stop  there  to  receive  coal,  or  take  on  a  cargo  of 
any  kind  without  special  permission  from  the  Secretary  of  the  Treas- 
ury. This  would  necessitate  the  employment  of  a  considerable  addi- 
tional force  of  Government  inspectors,  and  this  additional  cost  is 
prohibitive  to  an  operation  of  the  coaling  plant.  C.  Jutte  &  Co.,  of 
Pittsburg,  were  largely  interested  in  this  coaling  project,  and  at  a  sale 
of  the  plant  in  September,  1907,  to  satisf^^  a  judgment  of  $80,000 
rendered  in  their  favor,  one  of  their  subsidiary  corporations  was  the 
highest  bidder,  acquiring  the  property  for  $15,000. 

Effect  of  canal  on  railroad  freigJit  rates. — No  data  are  available 
regarding  this  subject,  but  under  present  conditions  the  canal  can 
hardly  be  said  to  be  a  factor  in  fixing  railroad  rates. 

Beceipts,  expenses^  and  maintenance. — No  definite  data  regarding 
expense  of  maintaining  this  canal  are  available  since  the  canal  has 
been  leased  to  the  Southern  Transportation  Company.  The  follow- 
ing revenues  were  received  from  collections  while  the  Canal  Company 
was  operating  the  canal: 

From  August  15,  1901,  to  December  31,  1901 .■ . .  $4,  088.  26 

From  Januarv  1,  1902,  to  December  31,  1902 20,  746.  09 

From  January  1,  1903,  to  June  30,  1903 7,  896.  75 

Total  to  June  30,  1903 32,  731. 10 


808  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

CajniaMmtion  arid  indebtedness. — Of  the  common  stock  2,476 
shares  of  a  par  value  of  $100  each  and  774  shares  of  preferred  stock 
of  the  same  par  vahie  were  outstanding  on  March  30,  1906.  The 
debt  of  the  company  consisted  of  two  outstanding  notes  amounting 
to  $13,500.  There  was  no  mortgage  debt.  The  assessed  vahiation 
in  1903  was  $290,000. 

History. — As  early  as  1855  the  legislature  of  Louisiana  authorized 
the  construction  of  a  canal  in  St.  Bernard  Parish  to  connect  the  waters 
of  Lake  Borgne  with  the  Mississippi  River,  near  the  English  Turn, 
but  only  through  and  upon  the  plantation  owned  by  one  Stewart, 
the  grantee.  In  1868  a  corporation  known  as  the  Mssissippi  and 
Mexican  Gulf  Ship  Canal  Company  was  organized  to  open  the  canal 
under  the  franchise  granted  to  Stewart.  In  1873  the  property  was 
sold  on  execution  of  a  judgment  against  the  company,  and  after 
several  other  sales  it  was  sold  in  1881  by  the  State  for  taxes.  In 
April,  1884,  the  property  was  acquired  by  the  St.  Louis,  New  Orleans 
and  Atlantic  Canal  and  Transportation  Company. 

In  1885  the  property  was  again  sold  for  taxes.  In  April,  1887,  it 
was  bought  by  the  St.  Louis,  New  Orleans  and  Ocean  Canal  and 
Transportation  Company.  In  1895  the  property  was  again  sold  at 
sheriff's  sale  in  execution  of  a  judgment,  and  was  bouo;ht  by  one 
Wheelwright.  Subsequently  the  canal  property  was  acquired  by  one 
Sanders,  and  by  him  sold  to  the  Lake  Borgne  Canal  Company.  Its 
subsequent  history  is  given  in  the  foregoing  sections  of  this  sketch. 

CANALS  IN  OREGON 

The  canal  and  locks  at  Oregon  City,  Oreg.,  were  built  during  the 
years  1870-1872  by  the  Willamette  Falls  Canal  and  Locks  Company 
and  were  opened  for  traffic  in  1873.  They  were  sold  March  8,  1876, 
to  the  Willamette  Transportation  and  Locks  Company  and  again  sold 
in  1892  to  the  Portland  General  Electric  Company.  The  stock  of  the 
latter  company  is  now  owned  by  the  Portland  Railway,  Light  and 
Power  Company.  By  the  terms  of  the  State  legislative  act,  dated 
October  21,  1870,  the  State  could  have  taken  possession  in  1893  on 
payment  of  their  actual  value,  but  the  option  was  allowed  to  lapse. 

On  March  3,  1899,  a  board  of  United  States  engineers  was  ordered 
to  examine  the  locks  and  report  on  the  desirability  of  their  acquisition 
by  the  United  States  Government.  It  is  from  their  report  that  this 
description  is  taken.  This  board  reported  in  favor  of  the  acquisition, 
provided  the  works  could  be  obtained  for  a  reasonable  sum.  They 
reported,  also,  that  they  regarded  $1,200,000,  the  price  demanded 
by  the  present  owners,  as  excessive.  The  cost  of  construction  was 
$600,000. 

The  locks  and  canal  consist  of  a  flight  of  4  locks  having  a  lift  of 
about  10  feet  each,  a  canal  basin  just  above  these  about  1,250  feet 
long,  and  a  guard-lock  210  feet  long  connecting  this  basin  with  the 
upper  level.  An  upper  entrance  about  1,000  feet  long  makes  the 
total  length  of  the  canal,  including  the  locks  and  entrance,  about 
3,500  feet.  The  lower  part  of  the  canal,  including  4  locks,  is  roughly 
cut  in  the  solid  rock,  and  wooden  fenders  are  placed  at  intervals,  to 
protect  the  sides  of  the  vessels  passing  through  the  canal.  There  is  a 
low  dam  along  the  crest  of  the  natural  fall  in  order  to  secure  an  even 
crest  and  to  raise  the  water  surface  probably  not  over  18  inches  or 
2  feet. 


STATE   AND   PRIVATE    CANALS 


309 


The  works  are  in  bad  repair  and  little  is  being  done  to  improve 
them.  The  water  in  the  canal  is  used  for  manufacturing  purposes  to 
such  an  extent  as  to  seriously  interfere  with  the  usefulness  of  the 
canal  to  navigation.  As  a  waterway  this  canal  leaves  much  to  be 
desired. 

The  following  table  shows  the  results  of  its  operation,  so  far  as  data 
are  available: 


Date. 

Tons  of         Re- 
freight,      ceipts. 

Expend-  Neteam- 
itures.        ings. 

Date. 

1891 

1892 

1893 

1894 

1895 

1896 

1897 

1898 

1906 

Tons  of 
freight. 

Re- 
ceipts. 

Expend- 
itures. 

Net  earn- 
ings. 

1882 

13,614   

30,753 
24,338 
26,288 
29,637 
25,488 
36,512 
30,000 
36,569 
43,826 

1883 

29,281 

1884 

24, 663  [ 

1885 

36,511  1 

$27,5.30 
28, 518 
25, 366 
32,480 
33,  S80 

$3, 448 
4,355 
4,156 
5,749 
5,377 

$24,082 
24  163 

1886 

21, 620 

1887     

22,560    

1 

21,210 

1888 

38,707    

1 

26, 731 

28, 503 

1889 

37,559  1         ... 

1 

1890 

29, 687    

1 

i 

In  the  Census  Report  on  Transportation  in  1880,  page  21  of  the 
section  on  operating  canals,  it  is  stated  that  the  Willamette  Trans- 
portation and  Locks  Company  is  a  corporation  controlled  by  the  Ore- 
gon Railway  and  Navigation  Company.  In  a  letter  dated  August  28, 
1907,  Mr.  F.  G.  Sykes,  general  manager  of  the  Portland  General  Elec- 
tric Company,  states  that  the  Portland  General  Electric  Company 
acquired  the  canal  and  locks  from  the  Willamette  Transportation  and 
Locks  Company,  but  that,  so  far  as  he  knows,  neither  the  Oregon  Rail- 
way and  Navigation  Company  nor  any  of  its  stockholders  own  any 
stock  in  the  Portland  General  Electric  Company,  or  in  the  company 
operating  the  canal  and  locks.  Furthermore  that  the  Oregon  Rail- 
wa}^  and  Navigation  Company,  as  far  as  he  knows,  will  have  no  stock 
or  other  interest  in  the  successor  to  the  Portland  General  Electric 
Company  (Portland  Railway,  Light  and  Power  Company),  nor  will 
this  successor  or  any  of  its  stockholders  hold  any  interest  in  the  Ore- 
gon Railway  and  Navigation  Company. 

The  toll  collector  at  the  locks  is  the  local  station  agent  of  the  Oregon 
Railway  and  Navigation  Company  (Southern  Pacific)  at  Oregon 
City.  One-half  of  his  salary  is  paid  b}^  the  Oregon  Railway  and  Nav- 
igation Company  for  his  services  as  agent  of  that  company,  and  the 
other  half  is  paid  b}^  the  Portland  General  Electric  Company  for  his 
services  as  toll  collector.  Mr.  Charles  H.  Caufield,  secretary  of  the 
Portland  General  Electric  Company,  was  formerly  secretary  of  the 
Willamette  Transportation  and  Locks  Company. 

The  principal  transportation  agencies  operating  on  the  Willamette 
River  and  passing  through  the  canal  and  locks  are  several  steamers 
operated  by  the  Oregon  Railway  and  Navigation  Company  and  the 
boats  of  the  Oregon  City  Transportation  Company.  Lines  of  the 
Southern  Pacific  Railroad  parallel  the  Willamette  River  on  each  side. 

Sections  4045  to  4058  of  the  Oregon  Code  contain  certain  regula- 
tions (enacted  in  1876  and  1882)  for  the  control  of  the  canal  at  Wil- 
lamette Falls.  The  maximum  charge  for  passage  through  the  canal 
and  locks  must  not  exceed  50  cents  per  ton  for  freight  and  10  cents 
for  each  passenger  carried.  The  governor,  secretary  of  state,  and 
State  treasurer  are  constituted  a  board  of  canal  commissioners,  which 
has  power  at  all  times  to  visit  the  canal  and  locks;  is  authorized 
and  required  to  bring  any  action  necessary  to  compel  the  Willamette 


310  REPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 

Falls  Canal  and  Locks  Company  or  any  party  claiming  under 
them  to  keep  and  maintain  the  canal,  and  whose  consent  is  necessary 
for  any  repairs  or  improvements  unless  of  immediate  emergency. 
Boat  owners  using  the  locks  are  required  to  make  out  two  certified 
lists  of  freight  tonnage  and  passengers  passing  through  the  locks, 
one  of  which  shall  be  tendered  to  the  agent  of  the  locks  company 
and  the  other  to  the  secretary  of  the  board  of  canal  commissioners. 
Quarterly  reports  of  business  passing  through  the  locks  must  be  cer- 
tified by  the  locks  company  to  the  board. 

BOAT  TOLLS  AND  FREIGHT  TOLLS  ON  CANALS 

Certain  selected  boat  tolls  and  freight  tolls  exacted  by  such  of  the 
several  important  canals  as  charge  toll  are  repeated  in  the  following 
summarized  form.  A  noticeable  feature  of  this  compilation  of  tolls 
is  the  lack  of  luiiformity  in  the  rates  of  charges  and  the  basis  on 
which  they  are  assessed.  An  examination  of  these  toll  charges  indi- 
cates one  of  the  important  reasons  for  the  decline  of  canals  as 
agencies  of  through  transportation  of  freight.  The  multiplicity  and 
aggregate  amount  of  boat  and  freight  tolls  through  the  canals,  say, 
from  the  sounds  of  North  Carolina  to  New  York  City,  as  well  as  the 
uncertainty  in  fixing  liability  among  so  many  agencies  in  case  of 
damage,  renders  the  use  of  the  inside  route  by  through  lines  at 
present  impracticable.  No  thorough  analysis  of  these  charges  is 
here  attempted.  It  should  be  noted  that  in  some  cases  the  toll  and 
freight  charges  are  not  separated,  and  in  others  that  only  the  toll 
charges  are  shown.  For  further  information  regarding  these  charges 
reference  should  be  made  to  the  section  on  tolls  shown  under  each 
canal  on  preceding  pages. 

Summary  of  Through  Boat  Tolls  on  Canals 
loaded,  exclusive  of  lockage 

Delaware  and  Raritan  Canal  (length,  44  miles;  66  miles,  inclusive  of  feeder). — Canal 
boats  and  barges  4  cents  per  mile.  Consort  towed  by  steamer  with  cargo  similar  to  steamer 
pays  same  boat  toll  as  steamer.  Sailing  vessels  loaded  with  melons,  fruit,  and  vege- 
tables, §2.28  each  way.  Steamers  with  merchandise  other  than  full  cargoes  of  fourth, 
fifth,  and  sixth  class  freight,  $20  in  addition  to  cargo  toll;  with  cargo  of  100  tons 
or  more  fourth,  fifth,  and  sixth  class  through  freight,  $2.28. 

Morris  Canal  (length,  106-{-  miles). — No  data. 

Lehigh  Canal  (length,  48  miles),  Delaware  Division  Canal  (length,  60  miles). — No  data. 

Schuylkill  Navigation  (length,  90  miles). — Boats  whose  cargo  toll  amounts  to  $15  or 
more  are  passed  free  of  boat  tolls.  Boats  whose  cargo  toll  is  less  than  $15:  One  way,  15 
miles  or  under,  $1.50;  one  way,  15  to  30  miles,  .|2;  one  way,  30  to  60  miles,  $2.50; 
one  way,  over  60  miles,  $3. 

Chesapeake  and  Ohio  Canal  (length,  184-{-  miles). — No  data. 

Chesapeake  and  Delaware  Canal  (length,  lS-\-  miles). — Vessels  whose  cargo  toll  does 
not  exceed  the  empty  boat  toll  are  considered  empty  and  pay  empty  toll. 

Albemarle  and  Chesapeake  Canal  (length,  14  miles). — All  tolls  are  charged  on  gross 
tonnage  of  vessels,  with  the  following  exc  eptions:  Vessels  measuring  100  tons  or  less, 
loaded  or  partially  loaded,  25  cents  per  ton;  between  100  and  150  tons,  loaded  or  par- 
tially loaded,  18  cents  per  ton;  over  150  tons,  12  cents  per  ton.  Barges  are  charged 
according  to  number  of  square  feet,  surface  measurement.  Tugboats  from  60  to  125 
feet  in  length  are  charged  from  $.5  to  $20  each  trip,  according  to  size.  Minimum 
amount  of  toll  on  any  vessel  $1.50. 

Upon  application  owners  of  t/ugboate  plying  regularly  through  the  canal  will  be 
allowed  half  rates  on  tugs  with  tow.     This  does  not  apply  to  tugboats  without  tow. 


STATE   AND   PRIVATE    CANALS  311 

Dismal  Swamp  Canal  {length,  22+  miles). — On  vessels  of  all  kinds  measuring  100 
tons  or  less,  tolls  are  collected  on  all  tonnage  of  vessels  without  reference  to  cargo,  as 
follows:  Loaded  or  partially  loaded,  25  cents  per  gross  ton.  On  all  vessels  over  100 
tons,  loaded  or  partially  loaded,  tolls  are  collected  as  per  toll  sheet.  Schooners  and 
sloops,  minimum  toll,  $1.50;  other  vessels,  $2.50.  Tugboats  from  60  to  125  feet  are 
charged  toll  ranging  from  $5  to  $20  each  trip.  Boats  plying  regularly  through  the 
canal  are  allowed  half  rate  on  application  for  tugs  with  tows,  but  this  does  not  apply 
to  tugs  without  tows. 

Illinois  and  Michigan  Canal  {length,  96  miles). — On  freight  boats,  3  cents  per  mile. 

Ohio  State  canals  {Ohio  and  Erie,  309  miles;  Miami  ami  Erie,  244  miles). — Ohio  and 
Erie. — Cleveland:  On  each  canal  boat  used  chiefly  for  transportation  of  freight,  2 
cents  per  mile.  On  each  barge  used  for  transportation  of  coal,  2  cents  per  mile,  but 
not  over  $5  for  any  voyage.  On  each  vessel  used  chiefly  for  passengers,  5  cents 
per  mile.  Steaml)oats  under  60  tons,  2\  cents  per  mile.  Chillicothe:  On  each  canal 
boat  used  chiefly  for  transportation  of  freight,  2J  cents  per  mile.  Steamboats  under 
60  tons,  8  cents  per  mile;  steamboats  over  60  tons,  10  cents  per  mile;  steamboats 
exclusively  for  towing,  5  cents  per  mile.  Miami  and  Erie. — On  each  canal  boat  used 
chiefly  for  transportation  of  freight,  2^  cents  per  mile.  On  each  vessel  used  chiefly 
for  passengers,  4  cents  per  mile.  On  each  barge  used  for  transportation  of  coal,  2^ 
cents  per  mile  but  not  over  $5  for  any  voyage.  On  each  sailing  vessel  used  chiefly 
for  passengers,  4  cents  per  mile.  Steamboats,  60  tons,  10  cents  per  mile.  Steamboats 
exclusively  for  towing,  10  cents  per  mile. 

Special  rates  seem  to  prevail  at  given  points. 


Delaware  and  Raritan  Canal. — Canal  boats  and  barges  as  consort  of  steamers  which 
are  light,  $2.28.  Boats  10  tons  or  less,  $2.28;  11  to  50  tons,  $5;  51  to  100  tons,  $6.50; 
101  to  150  tons,  $8;  over  150  tons,  $10;  boats  with  full  cargoes  of  pig  iron,  lumber, 
and  iron  ore,  one  way,  free  of  boat  tolls  and  lockage  both  ways;  way  boats,  $1  each 
way  lockage.     Steamers,  $10. 

Schuylkill  Navigation  {length,  90  miles). — Light  boats  in  coal,  brimstone,  slag,  lime, 
cordwood,  and  other  regular  full  cargo  trade  are  returned  toll  fr^e  to  regular  loading 
places.  Tugs  towing  from  tidewater  to  Fairmont  Dam  and  above,  free  of  toll  when 
handling  boats  paying  cargo  toll,  or  when  returning  same  light  to  tidewater. 

Chesapeake  and  Delaivare  Canal  {length,  13-\-  miles). — Vessels  under  40  tons,  $4;  40 
to  80  tons,  $6;  80  to  120  tons,  $8;  120  tons  and  over,  $10.  Vessels  returning  empty 
within  thirty  days  after  paying  cargo  tolls  may  pass  toll  free. 

Albemarle  and  Chesapeake  Canal  {length,  14  miles). — Vessels  measuring  100  tons  or 
less,  20  cents  per  ton;  between  100  and  150  tons,  12  cents;  over  150  tons,  8  cents. 

Dismal  Swamp  Canal  {length,  22+  miles). — Minimum  canal  boat  toll,  $1.50;  barges, 
20  cents  per  gross  ton;  rafts,  40  cents  per  M  feet  B.  M.;  tug  boats,  60  feet  or  less  in 
length,  $5;  over  125  feet,  $20.  Half  rates  to  regular  towboats  with  tows  on  applica- 
tion. Vessels  going  one  way  light  credited  with  tolls  paid  if  returning  loaded  within 
thirty  days,  and  if  cargo  tolls  are  then  50  per  cent  more  than  amount  paid. 

Illinois  and  Michigan  Canal  {length,  96  miles). — On  freight  boats,  3  cents  per  mile. 


312 


KEPOKT  OF   THE  INLAND   WATEKWAYS   COMMISSION 


Chesapeake    and    Dela- 
ware   Canal    (length, 
13+  miles). 

P 

o             ■: 

6             = 
u             — 

© 

a 
c 

'         6  6  6  o 

i  cent  per  bushel. 
30  cents  per  ton. 

20  cents  per  ton. 

Do. 

15  cents  per  ton. 

20  cents  per  ton. 

30  cents  per  1,000  B.M. 

Petroleum,  6  cents  bar- 
rel; other,  9  cents  bar- 
rel. 

.2  + 

If 
©.2 

111 

|oS 
o 

2  a 

o 

it 

o 

* 

a 
o 

P 

3  .a 

3*© 

O 
03 

Anthracite,  from  07  cents 
to  $1.12  per  gross  ton.* 

ih  cents  nor  net  ton 

a 

a 
c 

c 
c 

-r 

© 

a 

© 

© 
a 
a  . 
eg 
2° 

1 

a 

a 
© 
© 
in 

a 

Lehigh  Canal   (length, 
48  miles).  .Delaware 
Division    Canal 
(length,  60  miles). 

Bituminous.  0.6  cents 
per  ton  mile;  anthra- 
cite, 0.45  to  3.2^ccnts 
per  ton  mile. 

Hemlock,  per  1,000  B. 
M.,  1  cent  per  mile; 
pine  and   other,  per 
1,000  B.  M.,  li  cents 
per  milo. 

Morris  Canal    (length, 
100+ miles). 

1 
I. 

©  o 

Delaware  and  Karitan 
Canal    (length,    44 
miles;    06,   including 
feeder)  .a 

•35  cents  per  gross  ton 
through,   1  cent  per 
mile  way. 

35  cents  per  gross  ton 
through,  1  cent   per 
mile  wav. 
do       ". 

c 

c 

c 

c 

•c 

C 

40  cents  per  gross  ton 

through,  1.2  cents  per 

mile  way. 
35  cents  per  gross  ton 

through,   1  cent  per 

mile  way. 

Ho 

In  boats,  35  cents  per 
gross    ton    through, 
1  cent  per  milo  way; 
rafts,     45     cents 
through,  1.5  cents  per 
mile  way. 

C 

1 

c          ^ 

.2     £ 
o 

c 
> 

g 

T 

1 

C 

J 

c 

c 
c 

c 
c 

u 
a 

1 

5 

STATE  'AND   PRIVATE   CANALS 


313 


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31673— S.  Doc.  325,  60-1- 


-21 


8.  RELATION    OF    WATER   TRANSPORTATION    TO    RAIL- 
ROAD RATES 


WATERWAY  COMPETITION 

It  has  been  claimed  that  water  competition  is  a  safeguard  against 
exorbitant  charges  by  railroads  through  large  sections  oi  the  country. 
It  is  imdoubtedly  true,  at  any  rate,  that  water  competition  is  a 
potent  cause  of  local  discriminations  in  railroad  rates. 

The  importance  of  water  competition  depends  very  largely  upon 
whether  it  is  by  canal,  river,  lake,  or  ocean.  In  other  words,  it 
appears  to  vary  with  the  physical  characteristics  of  the  navigable 
waterways  employed  and  the  number  and  size  of  the  vessels  which 
can  be  used  thereon. 

Canals. — The  importance  of  canals  as  regulators  of  freight  rates 
is  much  less  than  formerly,  even  in  those  cases  where  the  canals 
are  still  in  use.  The  number  of  boats  in  use  on  the  Erie  Canal 
has  declined,  and  \vith  this  has  gone  a  decline  in  the  proportion  of 
traffic,  even  of  the  bulky  commodities  carried  by  canal.  Most  of 
the  canal  traffic  consists  of  ice,  lumber,  stone,  lime,  and  coal.  In 
1900  less  than  8  per  cent  of  the  flour  and  grain  received  at  New 
York  came  by  the  canal." 

In  1898,  Mr.  Carnegie,  in  speaking  before  the  Pittsburg  Chamber 
of  Commerce,  said : 

Such  has  been  the  progress  of  railway  development  that  if  we  had  a  canal  to-day 
from  Lake  Erie  through  the  Ohio  Valley  to  Beaver,  free  of  toll,  we  could  not  afford 
to  put  boats  on  it.  It  is  cheaper  to-day  to  transfer  the  ore  to  50-ton  cars  and  bring  it 
to  the  works  over  our  railway  than  it  would  be  to  bring  it  by  canal. 

Under  the  present  conditions,  with  slow,  small  boats,  the  Erie 
Canal  is  said  to  have  little,  if  any,  influence  upon  rates.  On  the 
contrary,  canal  rates  on  grain  are  now  said  to  be  made  in  accord- 
ance with  the  rates  by  rail.  The  improvements  in  progress  ^\\\\ 
doubtless  increase  the  effectiveness  of  the  canal. 

The  following  tables,  however,  show  a  marked  difference  in  the  ton- 
mile  rate  from  New  York  to  canal  points  over  the  New  York  Central 
and  Hudson  River  Railroad  and  other  lines  and  to  non-canal  points 
on  the  Pennsylvania  and  Lehigh  Valle^^  lines.  In  some  cases,  as 
in  the  Albany  rate  on  third-class  freight,  water  competition  seems 
to  have  compelled  a  rail  rate  little  more  than  half  as  high  in  pro- 
portion to  the  distance  as  the  Philadelphia  rate,  but  in  this  instance 
the  water  competition  is  by  river  and  not  by  canal.  Inland  canal 
points,  however,  take  more  favorable  rates  than  are  made  by  the 
Pennsylvania  lines,  in  some  cases  the  ton-mile  rate  to  canal  points 
being  little  more  than  live-eighths  of  the  Pennsylvania  rate. 

a  Final  Report  of  Industrial  Commission,  page  434.  See  also  Report  of  the  New 
York  State  Committee  on  Canals,  1899,  and  Report  of  the  New  York  Commerce  Com- 
mission of  1900. 

314 


RELATION    OF    WATER   AND    RAILROAD    RATES 


315 


Table  96 — Railroad  rates  on  high-class  freight  « 


TO    CAN.\L    POINTS 

New  York  Central  and  ITurtson  River  Railroad  freight  tariff  No.  897,  taking  effect  August  20,  1898. 
West  Shore  Railroad  freight  tariff  No.  1241,  taking  effect  September  25,  1894. 
Erie  Railroad  freight  tariil"  No.  SG9,  taking  effect  August  1,  1897. 

[In  cents  per  100  pounds] 


From  New  York  to— 

First 
class. 

Second 
class. 

Third 
class. 

Fourth 
class. 

Fifth 
class. 

Sixth 
class. 

25.0 
32.0 
33.0 
35.0 
35.0 
39.0 

18.0 
27.0 
28.0 
30.0 
30.0 
33.0 

14.0 

22.0 
23.0 
25.0 
25.0 
28.0 

13.0 

r      17.0 

17.0 
18.0 
18.0 
19.0 

12.0 
14.0 
14.0 
15.0 
15.0 
16.0 

10.0 

Utica 

12.0 

Rome 

Syracuse 

Rochester 

Buffalo ; 

12.0 
13.0 
13.0 
13.0 

[In  mills  per  ton  mile] 


Albany 

Utica 

Rome , 

Syracuse.. 
Rochester  . 
Buffalo... 


31.0 

25.2 

17.5 

16.0 

15.0 

27.0 

22.5 

18.5 

14.0 

12.0 

26.0 

22.2 

18.2 

13.5 

11.0 

24.0 

20.5 

17.2 

13.5 

10.3 

18.6 

16.2 

13.4 

9.7 

8.1 

17.7 

15.0 

12.7 

8.6 

7.3 

12.5 
10.0 
9.5 
9.0 
7.0 
6.0 


TO    NONCANAL   POINTS 


Pennsylvania  Railroad  Company  local  freight  tariff  from  New  York. 
Lehigh  Valley  Railroad  tariff  No.  A  3000,  taking  effect  August  1,  1899. 

[In  cents  per  100  pounds] 


Philadelphia. 

Reading 

AVilkes-Barre 
Harrisburg. . 

Altoona 

Pittsburg 


22.0 

18.0 

15.0 

12.0 

10.5 

30.0 

25.0 

21.0 

15.0 

13.0 

35.0 

30  0 

23.0 

17.0 

15.0 

33.0 

28  0 

22.0 

17.0 

15.0 

45.0 

39.0 

30.0 

21.0 

18.0 

45.0 

39.0 

30.0 

21.0 

18.0 

9.5 
11.0 
12.0 
12.0 
15  0 
15.0 


[In  mills  per  ton  mile] 


Philadelphia. 

Reading . 

Wilkes-Barre 
Harrisburg . . 

Altoona 

Pittsburg 


50.0 

40  0 

33.0 

27.0 

23.3  1 

40.5 

34.0 

29.0 

20.3 

18.2 

40.0 

34.0 

20.7 

19.3 

17.1 

33.8 

29.0 

22.6 

17.4 

15.4 

27.5 

25.0 

18.3 

12.8 

11.0 

20.2 

17.5 

1.3.5 

9.5 

8.1 

21.0 
15.0 
13.6 
12.3 
9.2 
6.8 


a  From  Report  of  the  Committee  on  Canals  of  New  York  State,  1899,  p.  193. 

Rivers. — The  influence  of  navigable  rivers  on  railroad  charges 
varies  with  the  length  of  the  navigable  route,  and  also  with  the  depth, 
wharfage  facilities,  etc.  The  number  and  size  of  the  boats  used 
inevitably  vary  with  the  conditions  mentioned.  The  most  important 
river  route  in  the  country  is  that  extending  from  Pittsburg  to  New 
Orleans,  by  way  of  the  Ohio  and  Mississippi  rivers,  but  even  on  the 
Mississippi  the  number  of  boats  and  investment  of  capital  therein 
has  declined,  though  there  has  been  some  slight  improvement  since 
1890.  The  Mississippi  is  paralleled  on  both  sides  by  railroads  oper- 
ating long  trains  over  easy  grades  at  the  least  possible  cost.  River 
steamers  can  still  underbid  the  railroads  to  some  extent  on  local 
traffic,  but  they  are  at  a  disadvantage  in  loading  or  terminal 
expenses,  and  in  insurance  or  risk,  as  well  as  on  account  of  the  rise 


316  EEPOET    OF    THE    INLAND    WATEKWAYS    COMMISSION 

and  fall  of  water  in  the  river.  It  is  claimed  that  the  railroads  take 
traffic  at  unduly  low  rates  along  the  river  and  at  competitive  points 
generally,  and  recoup  themselves  by  high  charges  at  non-competi- 
tive points;  but  in  water  traffic  there  are  practically  no  noncom- 
petitive points,  and  steamboat  lines  are  compelled  by  the  necessities 
of  the  case  to  make  their  rates  with  some  regard  to  distance. 

The  Ohio-Mississippi  traffic  in  lumber  and  coal  has  not  declined, 
for  the  railroads  can  not  compete  for  this  business  when  coal,  for 
example,  is  carried  from  Pittsburg  to  New  Orleans  at  a  cost  of  less 
than  $2  per  ton,  or  less  than  1  mill  per  ton-mile ;  and  it  is  claimed 
that  $1  per  ton  or  eVen  less  will  cover  the  cost. 

Water  competition  on  the  small  rivers  of  the  South  is  of  compara- 
tively little  effect  under  existing  conditions.  It  limits  the  rates  to  some 
extent,  but  the  steamers  are  so  small,  the  service  so  irregular,  and 
the  insurance,  risks,  etc.,  so  great  that  the  railroads  practically  con- 
trol the  business.  Moreover,  it  appears  that  in  some  cases  the  steam- 
boat lines  are  controlled  b}^  the  railroad  interests,  while  in  other  cases 
there  is  a  division  of  the  business  which  leaves  the  steamers  only  a 
fixed  proportion  of  the  low-grade  freight." 

Attempts  have  been  made  to  create  effective  water  competition  at 
Nashville  and  Chattanooga  without  much  success.  A  witness  before 
the  Senate  Committee  on  Interstate  Commerce  declared  in  1897  that 
there  was  no  more  water  competition  there  than  in  the  Rocky  Moun- 
tains. In  short,  it  appears  that  the  railroads  put  in  force  rates  so 
low  as  practically  to  drive  the  water  lines  out  of  business;  the  boats 
still  in  use  are  inadequate  to  handle  any  considerable  proportion  of 
the  traffic. 

Tl\e  Great  Lakes. — The  length  of  the  routes  on  the  Great  Lakes  and 
the  depth  of  water  (aided  by  channel  and  harbor  improvements),  has 
permitted  the  use  of  large  vessels  steadily  increasing  in  size  and  has 
correspondingly  reduced  the  cost  of  transportation.  This  has  resulted 
in  rates  of  freight,  which  on  some  conmiodities  are  far  below  the  pos- 
sibility of  railroad  competition,  and  on  other  articles  are  active  fac- 
tors in  determining  the  rail  rates  on  competing  lines.  The  advan- 
tages of  the  lake  routes  are  further  shown  by  the  fact  that  all  the 
important  trunk  lines  of  raihoads  control  Imes  of  vessels  operating 
on  the  Great  Lakes ;  this  railroad  control  of  lake  lines  reducing  the 
effectiveness  of  the  water  competition  on  most  freight  except  ore  and 
coal  and  possibly  lumber. 

Coastwise  traffic. — ^Wliat  has  been  said  of  lake  competition  applies 
also  in  a  measure  to  coastwise  traffic.  The  regular  lines  of  steamers 
between  north  Atlantic  and  south  Atlantic  ports,  as  well  as  the  local 
coastwise  lines,  do  a  large  business.  There  is  also  a  large  move- 
ment by  sailing  vessels,  and  at  least  a  chance  of  competition  by 
tramp  steamers,  although  both  of  these  seem  to  be  of  diminishing 
importance.  By  these  various  water  lines,  freight  rates  on  bidk  com- 
modities and  also,  to  a  large  extent,  on  package  freight  are  so  much 
below  railroad  rates  that  the  rail  lines  can  hardly  be  said  to  compete 
for  a  large  part  of  the  traffic.  The  influence  of  water  competition  is, 
however,  reduced  to  some  extent,  as  on  the  lakes,  by  the  control  of 

«See  Dawson,  Griffin,  HawkinsviUe,  Troy,  and  Hampton  cases  before-  the  Inter- 
state Commerce  Commission, 


RELATION    OF    WATER   AND   RAILROAD   RATES  317 

several  important  coastwise  lines  by  railroad  interests,  either  through 
ownership  of  stock  or  in  other  ways.  These  and  other  coastwise  lines 
are  members  of  traffic  associations  in  which  railroad  interests  are  also 
represented.  In  many  cases,  too,  joint  rail  and  water  rates  are  deter- 
mined in  cooperation  with  the  railroads.  Some  classes  of  freight, 
however,  demanding  rapid  movement,  do  not  go  by  water  under 
normal  circumstances.  " 

The  long  and  short  haul  clause. — Making  all  allowances,  it  appears 
that  competition  upon  the  Great  Lakes  and  along  the  coasts  offers 
some  justification  for  allowing  railroads  to  charge  less  for  a  longer 
than  for  a  shorter  haul  over  the  same  line,  under  the  section  of  the 
interstate-commerce  act  of  1887  which  prohibits  such  charges 
''under  substantially  similar  circumstances."  The  interpretation  of 
this  section  has  been  gradually  worked  out  in  a  series  of  decisions  by 
the  Interstate  Commerce  Commission  and  the  United  States  Supreme 
Court,  so  as  to  permit  rail  carriers  to  make  a  lower  charge  to  water 
competitive  points  than  to  non-water  competitive  points,  although 
the  latter  involves  a  shorter  haul. 

The  principle  of  the  long  and  short  haul  clause  had  been  recognized 
by  many  of  the  States  before  the  enactment  of  the  interstate-com- 
merce act.  In  Massachusetts,  for  example,  no  concession  in  rates 
was  allowed,  even  at  Pro vmce town,  on  the  point  of  Cape  Cod,  120 
miles  from  Boston  by  land,  as  compared  with  the  rates  at  any  of 
the  intermediate  points  on  the  roundabout  railroad  route  along  the 
cape.     This  gave  the  water  lines  a  marked  advantage. 

In  the  interpretation  of  the  long  and  short  haul  clause  of  the  inter- 
state-commerce act.  Judge  Cooley's  decision  in  the  Louisville  and 
Nashville  case  outlines  a  policy  which,  so  far  as  the  effect  of  water 
competition  is  concerned,  has  remained  practically  unchanged.  Con- 
ditions constituting  dissimilar  circumstances  and  conditions  in  the 
contemplation  of  the  law  were  stated  to  be  the  existence  of  water  com- 
petition, or  of  the  competition  of  other  carriers  not  subject  to  the 
statute,  and  "rare  and  peculiar"  cases  of  competition  between  the 
railroads  subject  to  the  statute.  The  Commission  held  that  no 
distinction  would  be  recognized  between  local  traffic  and  through 
traffic,  and  that  expense  to  the  carrier  involved  would  not  ordi- 
narily be  recognized  as  a  factor.  Above  all,  the  desire  to  encourage 
manufactures  or  to  build  up  busmess  or  trade  centers  was  not  admit- 
ted as  an  allowable  exception  from  the  prescribed  rule. 

The  significance  of  the  case  of  the  Chicago  and  Northwestern  Rail- 
way V.  Osborne  (the  so-called  "separate  and  independent  line"  deci- 
sion) is  discussed  in  the  sixth  and  seventh  reports  of  the  Interstate 
Commerce  Commission.  Final  interpretation  of  the  section  in  ques- 
tion was  obtained  from  the  Supreme  Court  in  the  Social  Cu'cle  case. 
The  court  overruled  the  lower  courts  and  practically  rehabilitated  the 
Commission's  interpretation  of  the  word  "line,"  namely,  that  when 
a  continuous  line  for  through  traffic  is  formed  by  several  railroads 
the  roads  constituting  the  line  and  making  use  of  it  are  merely  parts 
of  one  tlirough  route,  and  not  separate  lines;  not  being  able  to  consti- 
tute themselves  separate  lines  through  mere  traffic  contracts,  they 
must  conform  their  through  charges  to  the  rates  made  on  local  business. 

o Final  Report  of  Industrial  Commission,  pages  435  to  437. 


318  REPOBT   OF    THE   INLAND    WATERWAYS   COMMISSION 

111  the  Alabama  Mdland  Railway  case  (1896)  th«  Circuit  Court  of 
Appeals  held  that: 

The  volume  of  trade  to  be  competed  for,  the  number  of  carriers  actively  competing 
for  it,  and  a  constantly  open  river  present  to  take  a  large  part  of  it  whenever  the  rail- 
road rates  rise  up  to  the  mark  of  profitable  water  carriage,  seems  to  us  *  *  *  to 
constitute  circumstances  and  conditions  at  Montgomery  substantially  dissimilar  from 
those  existing  at  Troy. 

This  view  was  sustained  by  the  Supreme  Court.'' 

Discrimination  between  eastern  and  western  cities. — In  the  Cincinnati 
and  Cliicago  freight  bureau  cases,  representing  the  claim  of  western 
cities  to  compete  in  the  southern  States  on  equal  terms  with  eastern 
centers,  it  was  claimed  that  the  adjustment  of  rates  between  the  lines 
east  and  west  of  the  Alleghenies  had  been  made  upon  a  basis  per- 
mitting the  West  to  engage  in  the  southern  trade  only  in  products  of 
the  farm  and  field,  reserving  to  eastern  centers  the  business  of  sup- 
plying the  South  with  manufactured  products.  The  rates  into  the 
so-called  southern  differential  territory  from  Cincinnati'  and  Chicago 
are,  as  a  matter  of  fact,  considerably  higher  for  equal  distances 
than  from  New  York  and  Boston.  The  railroads  have  claimed  that 
the  lower  rates  from  eastern  centers  are  almost  entirely  the  result 
of  cheap  water  transportation  along  the  seaboard. 

On  the  other  hand,  the  roads  east  of  the  Alleghenies  are  prevented 
from  making  certain  concessions — for  example,  in  cotton  rates  north- 
ward— by  the  opposition  of  competing  carriers  up  the  JMississippi  and 
Oliio  valleys ;  and  these  westernroads  are  prevented  from  reducingrates 
from  western  trade  centers  by  threats  of  rate  wars  over  the  eastern 
lines,  especially  those  operated  in  connection  with  coastwise  steamsliip 
lines.  The  result  is  an  exceedingly  hard  and  fast  adjustment ,  permitting 
of  no  concessions  on  either  side  \\'ithout  equivalent  concessions  on 
the  other;  thus  rates  are  maintained  on  practically  the  same  basis  as 
in  the  later  seventies.  In  view  of  the  growth  of  the  textile  industry 
in  the  Carohnas,  resulting  in  an  enormous  consumption  of  cotton 
witliin  those  States,  the  eastern  roads  desired  to  equalize  conditions 
as  between  the  northern  and  southern  mills ;  but  certain  of  the  other 
roads,  having  no  interest  in  the  southern  mills,  but  interested  in  New 
England  industries,  tried  to  prevent  such  concessions.  At  times  rates 
have  been  59  cents  from  IVIississippi  points  to  South  Carolina  when 
they  were  55  J  cents  to  New  England. 

The  situation  in  the  South  is  pecuHar,  owing  to  the  "number  of 
miles  of  navigable  water  courses  reaching  from  the  ocean,  Gulf,  and 
IVIississippi  into  the  interior.  The  railroads  claim  that  in  order  to 
secure  any  portion  of  the  traffic  to  points  where  water  competition 
exists,  low  rates  must  be  made  irrespective  of  the  rates  to  intermediate, 
noncompetitive  points ;  that  to  lower  all  rates  to  a  competitive  level 
would  lead  inevitably  to  bankruptcy.*^ 

Transcontinental  traffic. — At  a  hearing  before  the  Interstate  Com- 
merce Commission  in  1900  (Kindel  v.  Atchison,  Topeka  and  Santa 
Fe  Railway  Company),  water  competition  from  New  York  to  the 
Pacific  coast,  via  the  Cape  Horn  and  the  Isthmian  routes,  was 
advanced    as   a  justification  for   lower  rates  made  by   the    trans- 

«41  U.  S.  Appeals  453;  168  U.  S.,  144,  172,  176. 

^  Final  Report  of  the  Industrial  Commission,  p.  444. 

c  Final  report  of  Industrial  Commission,  pages  374  to  376. 


RELATION    OF    WATER   AND   RAILROAD  RATES  319 

continental  railroads  from  New  York  and  central  points  (from  the 
Missouri  River  east)  to  the  Pacific  coast,  as  compared  with  the  rates 
from  such  intermediate  points  as  Denver  to  the  same  destination. 
A  peculiarity  of  this  situation  was  that  while  the  alleged  competition 
was  from  New  York,  the  rates  from  Chicago,  St.  Louis  and  Missouri 
River  points  west  to  the  coast  were  no  more  than  from  New  York; 
and  the  higher  rates  seemed  to  apply  only  from  points  west  of  the 
Missouri  River.  Moreover,  rates  from  eastern  points  to  intermediate 
points  such  as  Denver  had  been  higher  than  the  through  rates  to  the 
coast  terminals.  The  Interstate  Commerce  Commission  held  that 
rates  at  Denver  to  or  from  the  East,  or  to  or  from  the  Pacific  Coast, 
ought  not  to  be  higher  than  those  between  San  Francisco  or  other 
Pacific  Coast  terminals  and  the  Missouri  River  or  points  east. 

On  the  other  hand,  in  many  cases  the  railways  are  probably  carry- 
ing goods  at  less  than  cost  (at  least  if  the  traffic  be  charged  with  its 
proportion  of  fixed  charges),  for  the  purpose  of  shutting  out  water 
competition.  It  is  evident  that  in  such  cases  an  increase  in  the  rail 
rate  would  be  an  advantage  to  all  concerned,  for  it  would  restore  cer- 
tain bulky  traffic  to  the  waterways,  where  it  economically  belongs,  and 
leave  the  railway  equipment  available  for  traffic  properly  moving  by 
land,  at  the  same  time  making  possible  a  reduction  of  other  rail  rates 
by  cutting  off  business  done  at  a  loss  and  by  increasing  the  volume  of 
profitable  business.  Nor  should  the  railways  fear  the  restoration  of 
water  traffic  to  tliis  extent,  for  the  history  of  water  transportation 
shows  that  it  frequently  makes  traffic  for  the  railroads  more  than  suffi- 
cient to  make  up  for  the  apparent  loss  of  business. 

The  development  of  water  transportation,  which  should  be  the 
cheapest  form  of  transportation  for  large  classes  of  commodities, 
would  seem  to  be  a  necessary  factor  in  the  industrial  development  of 
the  country  and  by  no  means  the  least  of  the  factors  which  should  be 
relied  upon  in  our  commercial  competition  with  foreign  countries. 

TESTIMONY  BEFORE  THE  INDUSTRIAIi  COMMISSION 

In  connection  with  this  consideration  of  the  effect  of  water  com- 
petition in  certain  sections  of  the  United  States,  as  an  influence  in 
determining  railroad  policies  and  rates  in  those  sections,  the  follow- 
ing extracts  from  the  testimony  taken  at  the  meetings  of  the  Indus- 
trial Commission  in  1899-1901  is  of  interest. 

Statement  of  S.  R.  Callaway,  president  New  York  Central  and 
Hudson  River  Railroad  Company  (Oct.  8,  1899) : 

The  large  bulk  of  the  grain,  I  take  it,  during  the  summer  months  comes  to  us  from 
vessels  from  all  ports.  Now,  that  transportation  is  usually  very  small.  It  has  been 
rather  higher  this  year  on  account  of  the  activity  in  the  steel  trade.  The  vessels,  find- 
ing they  could  get  better  rates  for  ore,  have  gone  into  the  ore-carrying  business;  but 
usually  the  competition  between  these  boats  makes  transportation  from  Chicago  to 
Buffalo  almost  nothing.  Last  year  the  rates  got  down,  I  think,  as  low  as  three-fourths 
of  a  cent  a  bushel,  and  that,  added  to  our  3  cents,  or  whatever  the  rate  we  made  from 
Buffalo  to  New  York  was,  lixes  largely  the  rate  you  can  get  for  the  railroad. 

Q.  In  the  winter,  when  navigation  is  closed  on  the  Lakes,  yom-  rates  are  increased, 
I  suppose,  from  Chicago? — A.  We  can  not  increase  them  very  much  because  of  the 
other  condition — of  prices  in  Liverpool.  The  price  in  Liverpool  really  fixes  the 
prices  that  you  can  get  for  transportation.  Wlien  I  say  Liverpool  I  mean  the  great 
centers  of  the  world. 

Q.  Has  the  competition  in  St.  Louis  by  way  of  Newport  News,  and  in  St.  Louis 
and  Kansas  City  by  way  of  the  Gulf,  any  effect  on  that? — A.  Yes;  a  very  seri- 
ous effect.     We  now  have  to  make  the  price  practically  from  the  Missouri  River — 


320  REPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 

before,  Chicago  and  St.  Louis  were  the  common  centers.  St.  Louis  maintained  a 
higher  rate  of,  we  will  say,  5  cents.  I  do  not  know  whether  it  is  5  cents  or  not.  On 
lower  classes  the  rates  from  St.  Louis  were  5  cents  higher  going  out  than  from  Chicago. 
Of  course,  competition  of  the  Gulf  ports  knocked  that  thing,  l^ecause  you  can  get 
a  rate  now  from  Kansas  City  to  the  Gulf  about  as  cheajD  as  you  can  get  it  from 
Chicago. 

Q.  Can  you  say  whether  that  competition  arising  from  the  development  of  the  grain 
business  at  Galveston,  the  grain  business  in  New  Orleans  has  affected  the  grain  busi- 
ness in  New  York  to  any  appreciable  extent? — A.  It  has  affected  the  earnings  of  the 
railroads.     I  think  that  they  all  make  lower  rates  now  than  then. 

Q.  But  the  quantity  of  business,  has  that  been  affected  materially,  do  you  think?— 
A.  I  can  not  answer  that  question.  It  is  very  difficult  because  the  crops  vary  so  and 
conditions  vary  so.     [IV,  page  225.] 

Statement  of  Mr.  Samuel  Spencer,  president  Southern  Railway 
(Oct.  11,  1899): 

In  reply  to  a  question  concerning  the  effect  of  the  development  of  the  grain  trade 
through  Galveston  and  New  Orleans  upon  the  rates  from  Chicago  to  the  Atlantic 
seaboard,  which  a  previous  witness  testified  had  had  a  modifying  effect  on  the  rates 
from  Chicago  to  the  seaboard,  Mr.  Spencer  said: 

Well,  I  have  no  doubt  that  it  has  had  some.  My  own  impression  is  that  the  effect 
of  it  has  been  much  exaggerated.     [IV,  page  276.] 

Statement  of  Mr.  Z.  R.  Carter,  commission  and  produce  merchant, 
Chicago,  III.  (Nov.  24,  1899) : 

Of  course  I  know  there  have  been  years  diuing  the  summer  season  when  the  rail 
rate  has  been  cut  very  close  to  the  water  rate;  other  years  it  has  not.  The  average 
rail  rate  for  twenty  years  past,  as  I  have  learned  during  that  length  of  time,  has  l:)een 
much  lower  during  the  summer  than  during  the  winter.  *  *  *  I  think  it  could 
])e  safely  said,  taking  the  average  for  twenty  years,  that  it  would  be  25  per  cent  higher 
diuing  the  season  of  the  closing  of  navigation  than  it  would  be  dming  the  season  of 
water  transportation.  *  *  *  The  all-water  transportation  is  now  accomplished  at  a 
very  great  disadvantage  owing  to  the  fact  that  the  Erie  Canal  is  not  improved  up  to 
date.     [IV,  page  578.] 

Statement  of  Mr.  Charles  L.  Keep,  secretary  of  the  Lake  Carriers' 
Association  and  of  the  Buffalo  Merchants'  Exchange  (Feb.  19,  1900) : 

The  railroads  do  not  make  the  differences  that  they  formerly  did  in  their  rates 
between  the  season  of  navigation  and  the  winter  season.     [IV,  page  718.] 

Statement  of  Martin  A.  Knapp,  chairman  Interstate  Commerce 
Commission  (Oct  5,  1899) : 

That  railroad  [Kansas  City,  Pittsburg  and  Gulf],  in  connection  with  the  Mallory 
Steamship  Line,  Which  takes  goods  from  New  York  to  Galveston,  after  various  inter- 
mediate reductions,  finally  put  in  a  rate  from  New  York  City  to  Kansas  City  at  80 
cents  as  against  $1.47  by  the  all-rail  lines,  with  the  result  that  a  very  considerable 
amount  of  traffic  moved  by  a  circuitous  route  approximately  2^  times  as  long  as  the 
direct  route,  making,  of  course,  higher  rates  from  New  York  to  St.  Louis  and  from 
New  York  to  Chicago,  than  from  New  York  to  Kansas  City,  a  condition  which,  in  a 
way,  is  illogical,  and  so,  of  course,  can  not  permanently  continue.  I  am  not  saying 
now  whether  the  interested  carriers  were  justified  or  not;  that  is  not  the  point,  but 
the  effect,  of  course,  was  to  bring  about  discriminating  rates  between  the  greatest  trade 
centers  of  the  country,  because  anyone  can  see  that  the  rate  from  New  York  to  Kansas 
City  should  not  be  lower  than  the  rate  from  New  York  to  St.  Louis  or  from  New  York 
to  Chicago.  And  yet  during  the  last  three  or  four  months  that  has  been  the  actual 
condition,  that  a  very  considerable  amount  of  traffic  has  gone  from  New  York  to  Kan- 
eas  City,  by  way  of  Galveston,  at  a  rate  only  a  little  more  than  half  the  standard  rail 
rate  from  New  York  to  that  city. 

Q.  Can  you  say  what  conditions  brought  that  about? — A.  Well,  I  only  know  the 
excuse  which,  I  understand,  is  put  forward  by  the  receivers  of  that  road.  They 
insist  that  they  were  entitled  to  what  is  known  as  a  differential;  that  is,  by  reason  of 
their  circuitous  route,  the  greater  length  of  time  which  it  would  require  to  take  traffic 
from  New  York  to  Kansas  City  by  that  route,  the  cost  of  marine  insurance,  and  all  that 
sort  of  thing,  they  could  not  get  any  of  the  business  at  the  same  rates  as  the  all-rail 
lines;  and  therefore  they  ought  to  be  allowed  to  charge  somewhat  less,  with  a  view  of 


RELATION    OF    WATER   AND    RAILROAJ)    RATES  321 

getting  what  they  claimed  was  their  share  of  the  business.  And  it  was  the  refusal  of 
the  other  lines,  the  all-rail  lines,  to  concede  the  differential  claimed  which  led  them 
to  get  the  differential  by  force.  I  may  add  for  your  information  that  by  recent  action 
of  Judge  Thayer,  who  appointed  these  receivers,  they  have  been  ordered  to  restore 
the  rates  which  existed  at  the  time  this  controversy  arose.  Of  course,  all  that  was 
complicated,  and  I  mention  it  to  illustrate  the  intricacies  of  the  whole  situation;  that 
is,  the  water  lines  down  to  Savannah  and  Charleston  and  then  the  rail  lines  from  there 
across  the  country  to  the  same  destination.     *    *    * 

Referring  to  the  long  and  short  haul  clause,  Commissioner  Knapp  said:  The  Supreme 
Court  has  construed  that  section  or  provision  of  the  act  in  such  a  way  as  to  make  it  sub- 
stantially nugatory,  and  as  a  matter  of  fact,  especially  in  the  territory  south  of  the 
Potomac  and  east  of  the  Mississippi  River,  the  injury  to  small  towns  which  results 
from  higher  rates  to  them  from  the  great  centers  of  production  than  to  the  larger  cities 
of  the  South  more  distant,  has  been  serious  and  is  still  serious.  To  a  great  extent  simi- 
lar conditions  exist  with  reference  to  the  transcontinental  traffic,  rates  all  rail  to  the 
Pacific  coast  terminals  being  ordinarily  much  higher  [lower]  than  to  many  places  in  the 
interior.  Of  course  the  justification  put  forward  in  all  those  cases  is  the  competition 
ot  water  carriers  and  the  necessity,  often  actually  a  justification  fairly  satisfactory  in 
many  instances,  that  they  must  approximate  the  rates  of  the  water  carrier  or  else  they 
can  not  get  any  of  the  business.     [IV,  page  134.] 

As  an  instance  of  excusable  and  practically  necessary  discriminations,  Commissioner 
Knapp  said:  The  most  typical  case  is  where  water  competition  at  the  long-distance 
point  compels  the  rail  carriers  to  make  approximately  the  same  rate  as  the  water 
carrier  to  that  long-distance  point.      [IV,  page  144.] 

Hon.  Jiidson  C.  Clements,  member  Interstate  Commerce  Commis- 
sion, referring  to  local  discrimination  in  the  southeastern  territory, 
said  (Oct.  5,  1899) : 

Well,  I  have  generally  heard  it  assigned,  when  that  system  has  been  criticised  by 
the  commission — as  it  has  been  in  numerous  cases — I  have  generally  heard  it  said  that 
that  territory  was  peculiarly  situated  with  reference  to  water;  that  the  Mississippi 
River  and  the  other  rivers  to  the  Gulf  and  the  Atlantic  Ocean  so  surround  that  ter- 
ritory that  there  were  so  many  points  that  could  be  reached  1)y  water,  or  partly  by 
water,  largely  by  water,  that  it  necessitated  a  reduction,  the  making  of  low  rates  to 
these  points.  But  that  I  do  not  think  is  bome  out  to  any  great  degree,  because  the 
territory  north,  that  of  which  I  have  spoken,  is  surrounded  by  a  system  of  great  lakes 
on  the  north  and  by  the  Mississippi  River  and  Ohio  River  and  Atlantic  Ocean,  the 
canals,  and  is  subject  to  quite  as  many  water  influences,  I  think,  as  the  south,  except, 
perhaps,  in  winter  time,  when  the  lakes  are  closed. 

Q.  Have  you  had  occasion  to  compare  the  local  rates  which  prevail  in  that,  south- 
eastern section  with  the  local  rates  which  prevail  in  the  other  sections  which  you  re- 
ferred to,  east  of  the  Mississippi,  north  of  the  Ohio? — A.  Well,  the  rates  are  usually 
lower  in  the  north  than  they  are  in  the  south,  both  local  and  thi'ough.  That  is  usually 
true.    [IV,  page  155.] 

Statement  of  JVIr.  George  J.  Kindel,  manufacturer,  Denver,  Colo. 
(Oct.  10,  1899): 

The  result  of  the  Colorado  Fuel  and  Iron  Company  hearing  was  a  iiiling  by  the 
Interstate  Commerce  Commission  that  the  railroads  be  made  to  carry  their  products 
from  Pueblo  to  San  Francisco  for  75  per  cent  of  the  Chicago  rate.  Previous  to  the 
hearing  rails  were  carried  from  Chicago  through  Pueblo,  or  even  via  New  Orleans,  to 
San  Francisco  for  60  cents  per  hundredweight,  while  they  were  charging  the  Colorado 
Fuel  and  Iron  Company  $1.60  per  hundredweight,  notwithstanding  the  1,000  miles 
shorter  haul. 

In  my  case,  in  behalf  of  Denver  City,  I  was  never  given  a  ruling  by  the  Commission. 
On  my  product — comforters — I  was  obliged  to  pay  $3  per  hundredweight — Denver 
to  San  Francisco — while  my  competitors  at  Missouri  River  points — Chicago,  St.  Louis, 
and  New  York — were  paying  only  $1  per  hundredweight.  At  the  hearing  in  Denver 
the  traffic  managers  of  the  transcontinental  lines  wished  to  appease  me  and  gave  me 
the  $1  on  comforters  to  San  Francisco  and  southern  California  points  without  any  order 
or  ruling  from  the  Interstate  Commerce  Commission.    [IV,  page  252.] 

Q.  Do  you  mean  to  say  that,  after  consultation  with  thesQ,  three  lines  to  the  coast, 
they  refused  to  take  your  business  at  a  rate  less  than  this  same  classification  is  carried 
from  Chicago  to  the  Pacific  coast? — A.  Until  I  made  complaint  to  the  Interstate 
Commerce  Commission  and  had  them  there  at  the  hearing.  Then  they  offered  to 
make  me  a  |1  rate  on  comforters.    I  was  paying  $3. 


322  REPORT   OF    THE   INLAND    WATERWAYS   COMMISSION 

Q.  (By  Senator  Kyle).  On  that  one  article  alone? — A.  Yes. 

Q.  How  did  they  explain  their  extortionate  charges  before'^ — A.  They  do  not  try 
to  make  any  explanations. 

Q.  (By  Representative  Livingston.)  Do  they  not  offer  this  explanation,  that  their 
train  is  made  up  at  Chicago  for  the  Pacific  coast,  and  that  they  can  haul  through  loads 
from  Chicago  on  a  much  less  tariff  than  they  could  stop  at  your  place  and  take  on  addi- 
tional cars  and  an  additional  amount? — A.  Their  chief  explanation  has  always  been 
water  competition,  but  I  have  exploded  that  theory.  They  allege  that  water  com- 
petition is  the  controlling  factor.  I  recognize  water  competition  as  a  controlling  factor, 
but  I  deny  that  if  the  rate  is  75  cents  from  New  York,  all  rail  overland  to  the  Pacific 
coast,  that  Missouri  River  points  should  be  given  a  50-cent  rate.  The  only  argument 
I  can  see  that  they  might  advance  is  because  of  its  proximity  to  the  Pacific  coast. 
But  they  also  alleged  that  the  ships  did  actually  absorb  the  inland  freights  to  the  Atlantic 
coast  and  carried  them  around  by  the  Horn.  I  then  assumed  that  the  railroads  should 
raise  their  rates,  add  the  30  cents,  if  you  please,  that  the  ships  absorbed,  to  the  Missouri 
River  rate  of  75  cents  and  the  New  York  rate,  and  that  would  make  it  $1.05  instead  of 
50  cents.  And  we  proved  at  the  hearing  that  they  actually  had  75  cents  from  New 
York  and  50  cents  at  Omaha,  but  when  you  struck  Denver  it  was  $1.60  to  Pacific  coast 
points  on  the  same  articles.  So  your  train  making  would  apply  to  Missouri  River 
points.  It  ought  to  affect  them  more  seriously  there  than  at  Denver.  There  you 
understand  they  make  it  less. 

Q.  You  can  not  ship  by  water  at  Denver? — A.  No;  not  unless  down  the  Platte 
River,  and  that  is  not  very  big. 

Q.  (By  Mr.  Conger.)  You  are  on  water  competition  on  the  Missouri  River  prac- 
tically?— A.  They  have  had  three  steamboats.  One  burned  up,  and  another  sold  out, 
and  I  do  not  know  what  became  of  the  other.     [IV,  page  255.] 

Statement  of  Mr.  A.  J.  Vanlandingham,  commissioner,  St.  Louis 
Traffic  Bureau,  on  classifications  (October  7,  1899): 

One  of  the  causes  which  has  given  the  most  trouble  in  my  office  for  the  past  six  months 
has  been  the  desire  of  the  railroads  to  secure  business  that  did  not  legitimately  belong 
to  them.  I  had  a  condition  on  the  Missouri  River  that  will  expire  on  the  15th  of  Octo- 
ber, whereby  rates  from  all  points  in  the  East,  beginning  with  Portland,  Me.,  on  the 
north,  and  Norfolk  on  the  south,  extending  as  far  west  as  Pittsburg  and  Buffalo  to  the 
Missouri  River,  by  way  of  Galveston,  and  worked  from  Galveston  on  to  Missouri 
River  points,  as  low  as  rates  from  Chicago  to  the  same  pointsj  as  low  as  the  rates  from 
the  same  territory  to  St.  Louis,  when  you  count  the  bridge  toll,  added  to  our  East  St. 
Louis  rate.  That  is  in  a  way  to  be  remedied  now  by  order  of  the  judge  of  the  United 
States  circuit  court.  The  line  that  was  making  the  rate  being  in  the  hands  of  a  receiver, 
he  decided  the  rate  in  effect  from  the  eastern  seaboard  would  be  too  low  and  ordered  it 
advanced.  If  there  had  been  no  receiver,  or  if  the  receivers  had  not  applied  to  the 
court  for  relief,  I  do  not  think  we  would  have  had  any.     [IV,  page  202.] 

The  Southern  is  very  largely  an  any-quantity  classification,  for  the  reason  that  I 
just  gave — on  account  of  water  competition.  *  *  *  In  the  Pacific  coast  traffic 
there  are  nearly  1,500  exceptions  to  the  classification,  brought  about  by  water  classifica- 
tion [competition]  around  by  the  Pacific  Mail  and  Cape  Horn  and  other  competition. 
[IV,  page  203.] 

Q.  Does  any  of  your  traffic  destined  to  Pacific  seaboard  points  go  to  the  Gulf  and 
thence  by  water? — A.  No;  we  have  at  times  shipped  from  St.  Louis  to  New  York  and 
thence  by  water.     There  is  no  direct  transportation  from  the  Gulf  to  the  Pacific  coast . 

Q.  How  recent,  as  far  as  you  know,  have  there  been  shipments  from  St.  Louis  to 
the  Atlantic  seaboard  and  thence  around  by  water? — A.  Within  the  last  two  years, 
up  to  the  time  of  the  rate  war  between  what  is  known  as  the  Clipper  Line  of  steamers 
and  the  Pacific  Mail,  and  the  direct  rail  lines,  went  out  of  existence — that  is,  about  a 
year  and  a  half  ago — we  shipped  lard  and  oleo  oil  and  a  number  of  commodities  of 
that  nature  from  Kansas  City  to  the  seaboard  and  thence  by  water  to  San  Francisco. 

Q.  (By  Mr.  Clarke.)  Is  it  not  true  that  the  Southern  Pacific  Railroad  has  a  line  of 
steamers  plying  between  Atlantic  and  Gulf  ports  and  their  eastern  railroad  termini  at 
New  Orleans  and  Galveston? — A.  Yes;  they  own  the  Morgan  Line.  The  Southern 
Pacific,  on  eastern  seaboard  business — I  think  it  was  shown  in  testimony  some  time 
ago — handled  65  per  cent  of  all  the  eastern  business  by  way  of  New  Orleans  to  the 
Pacific  coast  points;  that  is,  as  far  north  as  San  Francisco. 

Q.  By  reason  of  having  that  line  of  steamers? — A.  Yes. 

Q.  They  are  able  to  make  lower  rates  than  the  all-rail  lines  to  the  Pacific,  aren't 
they? — A.  The  Southern  Pacific  so  far  have  been  able  to  dictate  all  the  rates  to  the 
Pacific  coast  south  of  Portland,  and  up  to  May  1  last  making,  you  might  say,  all  the 
rates  to  the  Pacific  coast.    [IV,  page  207.] 


RELATION    OF    WATER    AND    RAILROAD    RATES  823 

Statement  of  James  S.  Davant,  commissioner  of  the  Memphis 
Freight  Bureau  (March  23,  1900): 

The  present  rail  rates  [to  New  York  and  Boston]  are  fixed  by  that  water  transporta- 
tion [byway  of  New  Orleans].  The  water  rate  from  here  [Memphis]  to  the  East,  via 
Cincinnati,  is  5  cents  lower  than  the  railroad  rate,  which  is  supposed  to  cover  the 
difference  of  insurance  and  make  provision  for  slow  time.  *  *  *  I  think  they 
accept  the  railroads'  bills  of  lading  as  sufficient  insurance.     [IX,  6,  7.] 

Statement  of  B.  H.  Griswold,  general  freight  and  passenger  agent, 
Western  Maryland  Railroad  (April  5,  1901): 

Q.  Is  there  a  rail  and  water  line  from  Chicago  to  Baltimore  and  one  from  St.  Louis? — 
A.  Yes;  there  is  a  rail  and  lake  line  during  the  lake  season. 

Q.  To  Baltimore? — A.  Yes;  there  is  the  Anchor  Line,  that  operates  out  over  the 
Pennsylvania  Raihoad,  and  the  Fairport  Line,  that  works  out  over  the  Baltimore 
and  Ohio  to  the  Lakes,  and  others. 

Q.  To  what  point? — A.  Chicago  and  northwestern  points  during  the  lake  season. 

Q.  Those  routes  would  certainly  be  more  circuitous  than  the  trunk  lines? — A.  Yes. 

Q.  And  yet  they  are  allowed  by  these  general  agreements  with  the  roads  to  charge 
somewhat  less? — A.  That  is  right.  Yes.  *  *  *  All  of  these  differentials  apply- 
ing to  the  seaboard  are  absolute  differences,  not  percentage  differences.     [IX,  614.] 

Statement  of  George  H.  Anderson,  secretary  Chamber  of  Com- 
merce, Pittsburg,  Pa.   (April  19,  1901): 

In  Europe,  where  improvement  of  waterways  for  transportation  is  carried  on  to  an 
extent  not  dreamed  of  in  this  country,  it  has  been  found  that  where  navigable  water- 
ways have  been  established,  new  railroads  have  been  found  necessary  and  older  and 
unprofitable  ones  paralleling  these  streams  have  been  made  prosperous. 

The  London  Chamber  of  Commerce,  the  best  authority  on  industrial  ethics,  says 
in  its  Journal  of  March,  editorially,  that  the  enormous  sums  expended  in  France, 
Germany,  Austria,  and  other  countries  on  the  Continent  in  construction  of  canals 
and  other  waterway  improvements  is,  from  an  enlightened  commercial  policy,  giving 
the  easiest  and  most  economical  transportation  of  products  to  markets.     [IX,  639.] 

I  think  that  no  railway  transportation  can  be  profitably  carried  on  at  much  less  than 
2  a  cent  a  ton  a  mile.  *  *  *  That  rate  would  make  the  cost,  at  the  minimum  rate, 
to  New  York,  which  is  450  miles,  $2.25  per  ton.  Hence,  it  recjuires  no  argument  to 
prove  that  if  the  United  States  Government  keeps  these  waterways  open,  by  such 
improvements  as  are  common  to  navigable  waterways  of  the  whole  world,  that  this 
countiy  can  maintain  its  supremacy  over  all  other  peoples  of  the  world  in  the  matter 
of  supplying  cheap  transportation,  and  particularly  of  coal.  Coal  is  becoming  the 
great  staple  of  the  world.  You  can't  manufacture  anything  without  coal.  Fuel  is 
of  more  importance  than  ore,  or  anything  else.  If  there  is  no  fuel,  you  can  not  make 
anything  out  of  the  other  elements.     [IX,  642.] 

Statement  of  J.  M.  Langley,  representing  the  Merchants'  Associa- 
tion of  New  York  (April  3,  1901) : 

RATES    TO    ATLANTA 

If  there  is  any  advantage  in  the  scale  of  rates  itself,  New  York  has  it  against  St. 
Louis  and  Chicago,  *  *  *  due  to  another  agreement  between  railway  lines  that 
dates  back  perhaps  thirty  years.  It  was  an  unwritten  agreement  among  all  railroads 
that  merchandise  should  enter  the  South  from  the  East — that  is,  from  her  seaboard. 
I  don't  know  what  brought  about  that  agreement.  I  only  know  that  agreement  in  a 
general  way;  I  can  make  that  specific,  too — I  have  a  record.  The  idea  was  to  exclude 
the  western  lines  from  any  participation  in  business  that  moved  into  the  South  from 
the  West.  That  was  the  general  effect  of  the  agreement.  Why  that  was  done,  I  don't 
know.     *    *    *     It  was  a  sort  of  general  agreement. 

Mr.  Ripley.  Does  that  condition  prevail  at  the  present  time? — A.  Yes. 

Q.  How  far  would  it  be  due  to  the  effect  of  cheap  water  rates  which  New  York 
enjoys  through  to  southern  ports? — A.  Well,  if  there  are  any  cheap  water  rates  from 
New  York  to  southern  points  I  am  not  familiar  with  them — I  mean  that  I  do  not  think 
that  they  do  exist.  There  is  no  competition  between  the  coastwise  water  lines  and 
the  railroads.  In  fact,  this  very  classification  that  we  were  discussing  this  morning, 
although  It  ia  designed  to  fit  railroad  conditions,  applies  via  the  steamship  lines 
as  well. 


324  REPOET    OF    THE    INLAND    WATERWAYS    COMMISSION 

Mr.  Kennedy.  Does  the  community  of  interest  between  the  railroads  and  steam- 
ship lines  bring  that  about? — A.  It  is  entirely  community  of  interest;  I  can  say 
"yes"  to  that,  that  competition  between  the  coastwise  lines  and  the  railroad  lines  is 
more  apparent  than  real. 

Q.  The  community  of  interest,  then,  is  likely  to  deprive  the  people  of  the  advantage 
of  the  cheaper  shipment  by  water? — A.  Yes,  it  will  certainly  do  that;  has  done  it  in 
fact.  For  instance,  you  would  naturally  suppose  that  the  influence  of  the  Lakes  was 
of  some  significance,  but  every  merchandise  line  on  the  Lakes  is  owned  by  the  rail- 
roads. The  same  way  with  tlie  Erie  Canal,  which  runs  from  Buffalo  to  the  Hudson 
River;  there  are  merchandise  freight  lines  owned  bv  the  railroads  operating  on  t]ie 
canal.     [IX,  874,  875.] 

RATES  TO   CALIFORNIA 

Q.  Is  it  possible  for  a  New  York  merchant  to  do  business  in  California  territory  in 
competition  with  San  Francisco? — A.  Yes.  I  was  going  to  refer  to  the  fact  that  on 
business  destined  for  California  and  the  Pacific  coast  there  is  another  classification  in 
effect  which  is  peculiar  to  that  traffic.  It  is  made  in  a  different  way  from  the  official 
or  the  western  or  southern.  It  is  made  by  making  groups,  and  naming  rates  to  cover 
groups  rather  than  items — that  is,  rather  than  separate  items.  There  has-been  a  con- 
tention by  commercial  bodies  of  the  central  West,  particularly  Chicago  and  St.  Louis, 
that  the  scale  of  rates,  and  also  the  classification,  in  effect  from  Chicago  and  St.  Louis 
was  detrimental  to  their  interests.  Chicago  and  St.  Louis  claim  that  the  transconti- 
nental lines  are  using  this  same  difference  between  the  carload  and  less  [lots]  to 
exclude  them  from  the  Pacific  coast  territory'.  On  the  other  hand,  the  Pacific  coast 
jobbers  maintain  that  Chicago  and  St.  Louis  have  no  right  to  do  business  out  in  their 
territory,  and  there  is  a  case  now  before  the  Interstate  Commerce  Commission  in  which 
that  whole  question  is  involved.  It  is  of  a  rather  complicated  nature.  For  instance, 
a  rate  from  New  York  to  San  Francisco,  and  from  Chicago  to  San  Francisco,  is  the 
same.  Chicago  claims  that  because  she  is  nearer  San  Francisco — and  St.  Louis  makes 
a  similar  claim — the  rate  to  San  Francisco  should  be  relatively  less  than  it  is  from 
New  York  to  San  Francisco. 

As  a  matter  of  fact  the  rate  from  New  York  to  San  Francisco  on  transcontinental 
business  is  what  should  be  properly  styled  a  compelled  rate — that  is,  a  rate  that  is  not 
based  on  the  cost  of  service  rendered,  or  distance  hauled,  or  anything  of  a  similar 
nature.  It  is  a  compelled  rate  because  it  is  fixed  by  the  rate  by  ocean  from  New  York 
around  Cape  Horn  and  up  to  San  Francisco.  The  correct  position,  from  a  rate  point 
of  view,  of  Chicago  to  San  Francisco  is  in  reality  the  rate  from  Chicago  to  New  York  plus 
the  rate  from  New  York  to  San  Francisco.  What  the  interests  of  Chicago  and  St. 
Louis  seek  is  to  have  that  compelled  rate  used  as  a  basis  and  then  oblige  the  railroads 
to  grade  the  rates  from  the  eastern  seaboard  to  the  Pacific  coast.     *    *    * 

Q.  Does  the  city  of  Denver  make  a  similar  contention  that  it  is  entitled  to  still 
less  than  the  Chicago-San  Francisco  rate? — A.  Yes;  there  is  one  of  the  difficulties. 
If  the  principle  involved  that  the  compelled  rate  is  not  recognized  and  protected, 
and  this  graded  system  of  rates  is  introduced,  you  can  at  once  see  that  with  the  rate 
from  New  York  to  San  Francisco  $1  to  begin  with,  to  gi'ade  that  westward,  you  would 
soon  reach  a  point,  perhaps  after  you  left  Denver,  where  there  would  not  be  any 
rate  to  decide.     You  would  be  carrying  goods  for  nothing. 

Q.  Under  present  conditions,  a  jobbing  merchant  in  Chicago  can  compete  on  even 
terms  with  one  in  New  York  in  the  whole  California  territory? — A.  That  is  appar- 
ently true,  but  not  wholly  true,  for  this  reason.  The  Chicago  merchant  has  against 
him  the  rate  that  it  originally  cost  him  to  get  his  stock  from  the  east  to  Chicago,  which 
must  be  added  to  that  rate  which  he  must  pav  from  Chicago  to  San  Francisco.  [IX, 
875,  876.] 

Statement  of  Charles  D.  Griffith,  representing  the  Denver  Chamber 
of  Commerce  (May  8,  1901) : 

RATES   TO   SAN   FRANCISCO 

All  the  rates  west  of  Chicago  take  the  eastern  basis  of  67  cents,  first  class;  all  west 
of  St.  Louis  take  a  basis  of  87  cents  to  St.  Louis,  and  west  of  the  Missouri  River  I 
think  it  is  §1.47.  They  all  have  this  same  basis  and  their  rates  are  all  the  same  to 
these  points  west  of  Denver.  Kansas  City,  Omaha,  St.  Joseph,  Chicago,  St.  Louis — 
all  river  points — the  rates  added  from  the  Atlantic  seaboard  are  the  same. 

COMMODITY   RATES   TO   THE   PACIFIC   COAST 

There  are  special  rates  made  on  certain  items  that  have  been  brought  before  the 
Western  Classification  Committee,  by  which  they  were  taken  out  of  the  class  they 
were  in  and  placed  in  a  class  of  their  own,  a  commodity,  as  they  term  it,  having  a  special 
rate.     [IX,  854.] 


RELATION    OF    WATER    AND    RAILROAD    RATES  325 

RIVER  AND  RAIL  RATES 

The  accompanying  tables  of  river  rates  and  rail  rates  to  points 
affected  by  river  competition  show  that  the  water  traffic  materially 
affects  the  rail  rates.  Boat  lines  as  a  rule  make  lower  rates  than 
those  made  by  rail  carriers;  but  this  is  sometimes  necessary  on 
account  of  the  cost  of  marine  insurance  and  charges  for  drayage  and 
for  loading  and  unloading.  Insurance  is  less  necessary  on  rail  ship- 
ments because  of  the  common-law  liability  of  the  rail  carrier. 
Where  goods  are  shipped  from  or  delivered  at  a  warehouse  on  a  rail- 
road switch,  freight  cars  can  be  loaded  or  unloaded  directly  by  the 
shipper,  while  boat  freight  has  to  be  carried  to  and  from  the  landing. 
On  the  other  hand  the  boat  lines  sometimes  have  the  advantage  of 
location  in  receiving  and  delivering  freight  from  warehouses  on  the 
river  banks. 

On  the  upper  Mississippi,  river  rates  are  in  maii}'^  cases  only  two- 
thirds  of  the  rail  rate,  and  in  some  cases  the  difference  is  even  greater, 
the  rate  from  St.  Paul  to  Alton,  111.,  and  St.  Louis,  Mo.,  for  example, 
being  63  cents  by  rail  and  40  cents  by  river  for  first-class  freight. 

The  Diamond  Jo  Line  reports  as  follows: 

Our  aim  is  to  always  make  our  freight  rates  less  than  the  railroads' ,  and  while  we  have 
no  agreement  with  any  railroad,  we  make  our  freight  tariffs  out  based  on  a  reduction 
of  from  20  to  33 J  per  cent  less  than  the  rail  rates,  for  on  account  of  the  frequent  service 
of  the  railroads  and  quicker  time  by  rail,  and  also  on  account  of  the  cost  to  shipper  for 
marine  insurance  on  shipments  of  freight,  it  is  necessary  to  make  considerably  lower 
rates  by  river  in  order  to  secure  a  fair  share  of  the  business. 

A  circular  issued  by  the  Diamond  Jo  Line  May  6,  1907,  states  that 
the  merchandise  rates  from  St.  Louis  are  as  follows: 

To  all  points  to  Keokuk,  Iowa,  inclusive,  20  per  cent  less  than  the  rail  rate.  To 
Nauvoo,  Fort  Madison,  and  Burlington,  Iowa,  25  jser  cent  less  than  rail  rate.  To  all 
points  north  of  Burlington,  Iowa,  to  and  including  St.  Paul,  33^  per  cent  less  than 
rail  rate. 

Tables  97  and  98  (pages  334-336)  compare  river  and  rail  rates  from 
St.  Louis  and  St.  Paul  to  points  on  the  upper  Mississippi. 

The  effect  of  river  competition  is  more  clearly  demonstrated  by  a 
comparison  of  rail  rates  from  St.  Louis  to  points  on  the  Mississippi 
and  points  of  equal  distance  on  the  Missouri,  where  there  is  no  effective 
water  competition,  as  shown  in  Table  99  (page  337)  and  Map  1. 
It  will  be  seen  that  rates  to  Kansas  City,  Leavenworth,  St,  Joseph, 
and  Omaha  are  60  cents  per  cwt.,  while  to  cities  on  the  Mississippi 
River  of  equal  distance  the  rates  range  from  42.8  to  50  cents  per 
cwt.  On  the  single  Missouri  River  line  rates  are  approximately  one- 
third  lower  than  rail  rates  on  Class  I  articles.  Tables  100  and  101 
(pages  338  and  339)  show  railroad  freight  rates  from  Missouri  River 
points  to  St.  Louis  for  a  series  of  years. 

On  the  Illinois  River  rates  are  in  most  cases  lower  then  rail  rates, 
as  shown  in  Table  102  (page  340) ;  but  the  difference  between  the  rail 
and  river  rates  is  less  than  on  the  upper  Mississippi.  It  is  of  interest 
to  note  that  rates  to  Havana,  Pekin,  and  Peoria  are  lower,  both  b}' 
rail  and  river,  than  to  cities  where  the  distance  is  less. 

On  the  lower  Mississippi  River  the  difference  between  the  rail  and 
river  rates  does  not  seem  to  be  as  great  as  on  the  upper  Mississippi. 
Indeed,  in  many  cases  the  rates  are  the  same  by  both  routes,  and  in 
some  cases,  notabh'  in  the  case  of  Louisiana  intrastate  rates,  the 
river  rates  are  even  greater  than  the  rail  rates.     This  relation  results 


326 


REPORT   OF    THE   INLAND    WATERWAYS   COMMISSION 


in  some  cases  also  from  the  practice  of  the  steamboat  Hnes  in  charg- 
ing the  same  rate  to  a  large  number  of  points.  In  some  cases  more 
prompt  and  convenient  delivery  can  be  had  by  river  than  by  rail. 

The  tariff  sheets  of  the  Eagle  Packet  Company,  operating  from 
St.  Louis  to  Commerce  and  Cape  Girardeau,  Mo.,  with  intermediate 
landings,  show  rates  which  approximate  closely  to  the  rail  rates.  It 
is  stated  that  shippers  show  a  preference  for  the  river  route  on  account 
of  the  greater  facihty  of  delivery  by  the  boats.  In  1907,  however, 
the  Eagle  PacketCom'pany  had  a  new  competitor  in  the  Cape  Girardeau 
trade  in  the  steamer  City  of  Memphis,  which  maugurated  the  policy 
of  rate  cutting,  so  that  the  Eagle  Packet  Company  was  unable  to 
maintain  the  rates  shown  in  its  tariff  sheets. 

Officials  of  the  St.  Louis  and .  Tennessee  River  Packet  Company 
and  of  the  Lee  Line  wrote  the  Secretary  of  the  Business  Men's  League 
of  St.  Louis,  in  April,  1907,  to  the  effect  that  there  was  no  longer  any 
through  rate  from  St.  Louis  to  New  Orleans,  either  all  water  or  water 
and  rail.     The  superintendent  of  the  Lee  Line  wrote: 

Four  years  ago  we  handled  freight  in  connection  with  steamers  at  Memphis  to 
Vicksburg,  Miss.,  and  connecting  at  Vicksburg  with  steamer  for  New  Orleans,  and 
the  connecting  lines  at  Memphis  and  Vicksburg  found  there  was  no  money  in  the  bus- 
iness when  dividing  the  through  rate  with  three  lines,  and  at  the  closing  of  navigation 
in  1903  it  was  discontinued  as  it  was  not  profitable  for  the  three  lines. 

Tables  104, 105, 106,  and  107  originally  published  by  the  Interstate 
Commerce  Commission  '^  show  the  rates  on  grain,  flour,  pork,  meats, 
and  hay  carried  by  the  river  lines  from  St.  Louis  to  the  important 
river  points  south,  to  and  including  New  Orleans. 

Table  108  shows  river  and  rail  rates  from  St.  Louis  to  New  Orleans 
in  effect  in  1903. 

The  traffic  manager  of  the  St.  Louis  and  Tennessee  River  Packet 
Company  stated,  in  April,  1907,  that  it  was  impossible  to  make  a 
combination  rail  and  water  rate  from  St.  Louis  to  New  Orleans,  both 
being  basing  and  competitive  points.  He  added  that  if  there  were 
a  through  line  of  steamboats  now  operated  between  St.  Louis  and 
New  Orleans,  the  class  rates  would,  in  his  opinion,  be  as  follows: 


1. 

2. 

3. 

4. 

5. 

6. 

D. 

Cts. 
50 

Cts. 
40 

Cts. 
35 

Cts. 
30 

Cts. 
25 

Cts. 
20 

Cts. 
10 

According  to  a  letter  from  Mr.  P.  W.  Coyle,  commissioner,  freight 
bureau  of  the  Business  Men's  League  of  St.  Louis,  to  Mr.  W.  F. 
Saunders,  secretary  and  general  manager  of  the  Business  Men's 
League,  dated  April  17,  1907,  the  all-rail  class  rates  from  St.  Louis 
to  New  Orleans  were  the  same  as  they  were  in  1903.  Beer  had  been 
reduced  5  cents  per  100  pounds,  while  lead  pipe  and  sheet  lead  had 
been  advanced  2  cents  on  both  carload  and  less-than-carload  lots. 
Bagging  and  ties  may  now  be  shipped  in  straight  or  mixed  carloads, 
which  was  not  permissible  in  1903. 

Mr.  Coyle  also  states  that,  early  in  1906  (Jan.  30),  the  St.  Louis, 
Iron  Mountain  and  Southern  Railway  advanced  the  rates  from  St. 

oRailwaya  in  the  United  States  in  1902,  pp.  114-116. 


RELATION    OF    WATER  AND   RAILROAD   RATES 


327 


Louis  to  about  35  station  s  on  the  Memphis,  Helena  and  Louisiana 
division.     Concerning  this  advance  Mr.  Coyle  writes: 

We  set  forth  that  water  competition  should  be  considered  in  the  establishment  of 
rates  to  points  on  this  branch  of  the  St.  Louis,  Iron  Mountain  and  Southern  Railway, 
which  practically  parallels  the  river,  but  we  were  informed  that  no  boats  were  plying 
between  St.  Louis  and  the  points  in  question.  Boats  were  operated  from  Memphis, 
Vicksburg,  Natchez,  and  New  Orleans,  hence  the  rates  from  those  points  remained 
unchanged. 

The  following  table  submitted  by  Mr.  Coyle  shows  the  old  and  new 
rates  on  the  five  classes  and  a  number  of  commodities: 

CLASS  RATES 


From— 

1. 

2. 

3. 

4. 

5. 

Governed  by- 

St.  Louis: 

Old 

Cts. 
90 
108 
60 

}    60 

Cts. 
75 
90 
50 

50 

Cts. 
65 
72 
40 

40 

Cts. 
50 
50 
30 

30 

Cts. 
40 
45 
22 

22 

Present 

Western  Classification. 

Do. 

Natchez    

New  Orleans 

Do. 

COMMODITY  RATES 


Old. 


Present. 


Axes,  less  than  carloads 

Agricultural  implements,  carloads  .. 

Axle  grease,  carloads 

Dried  beans,  less  than  carloads 

Beer,  carloads 

Candles,  less  than  carloads 

Special  iron: 

Carloads 

Less  than  carloads 

Paints  and  putty,  less  than  carloads 

Soap,  less  than  carloads 

Whisky  in  wood,  less  than  carloads  t 

Woodenware,  carloads 

Baking  powder,  less  than  carloads. . 

Canned  goods,  less  than  carloads 

Bottles,  glass,  less  than  carloads 

Flour,  less  than  carloads 

Corn,  less  than  carloads 

Com  meal,  less  than  carloads 


An  interesting  comparison  of  all-rail  rates  applying  to  points  on  the 
rivers  and  those  of  inland  points  located  off  the  river  is  shown  by  Map 
3.  It  will  be  noted  that  the  inland  cities  of  the  same  distance  as 
those  located  on  the  river  are  given  higher  rates  in  all  cases.  Tables 
109, 110,  111,  11 2, and  113  and  Maps  2  and  4,  showing  class  rates  applv- 
ing  from  Chicago,  St.  Louis,  Louisville,  Cincinnati,  and  Mempliis, 
give  a  further  comparison  of  such  rates. 

Table  114  shows  river  and  rail  rates  from  St.  Louis  to  Tennessee 
Kiver  points. 

The  Ohio  River  from  Pittsburg  down  is  navigated  by  many  packet 
and  towdng  companies.  Bulk  traffic  constitutes  the  greater  tonnage 
of  the  river.  Table  115  shows  class  rates  applying  from  Pittsburg  to 
points  on  the  Ohio  and  Mississippi  rivers. 

The  movement  of  coal  from  the  Great  Kanawha  down  the  Ohio 
River  is  an  important  factor.  As  the  coal  fleets  are  owned  by  the 
coal  operators,  there  are  no  rates  of  freight.     Table   116,  however, 


328  REPORT   OF    THE   INLAND    WATERWAYS   COMMISSION 

shows  the  effect  of  the  water  competition  upon  the  rail  lines  operating 
from  mines  in  West  Virginia  to  points  along  the  Ohio  River.  The 
rates  to  inland  points  of  equal  and  even  less  distance  are  higher 
in  proportion  by  from  30  to  40  cents  per  ton.  Map  6,  showing  the 
all-rail  rates  oii  bituminous  coal  by  the  Chesapeake  and  Oliio  Rail- 
way from  the  Kanawha  district  to  points  on  the  Ohio  River  and  to 
interior  Kentucky  cities,  clearly  demonstrates  the  same  effect. 

Mr.  Robert  E.  Lee,  general  manager  of  the  Lee  Line  steamers, 
says: 

We  try  to  get  as  near  the  railroad  rates  as  possible,  allowing  for  expense  of  insurance 
and  expense  for  drayage  when  shipments  originate  from  shippers  who  have  tracks 
alongside  their  stores  or  factories,  and  small  differential  for  hauling  to  and  from  the 
river  on  account  of  the  steep  grades  of  the  levees,  for  which  transfer  companies  charge 
extra. 

The  St.  Louis  and  Tennessee  River  Packet  Company  claims  to  make 
its  rates  without  considering  any  other  lines,  allowing  circumstances 
to  regulate  them  as  facts  and  conditions  warrant. 

The  Arkansas  River  Packet  Company  reports: 

In  the  majority  of  cases  the  rates  of  this  line  have  to  be  made  50  per  cent  below  rail 
rates,  to  which  50  per  cent  the  charge  for  insurance  and  drayage  can  be  added  and  still 
give  a  rate  sufficiently  attractive  to  bring  traffic  to  the  river.  The  "refund"  system 
of  the  railroads  (which  really  operates  as  a  rebate)  allows  the  shipper  from  50  cents  to 
11.50  a  bale  back.  This  obtains  where  cotton  is  compressed  en  route  and  is  the  differ- 
ence between  the  sum  of  the  local  rail  rate  to  the  compress  plus  the  rate  from  com- 
press to  the  point  of  destination  and  the  through  rate  from  point  of  origin  to  point  of 
destination.  Because  of  this  refund  the  boats  for  several  years  could  carry  only  flat 
(that  is,  uncompressed)  cotton. 

There  is  a  considerable  difference  between  the  rail  rates  applying 
from  New  Orleans  and  Memphis  to  points  on  the  river  and  to  inland 
points  in  the  adjacent  country.  First-class  rates  from  New  Orleans 
to  Natchez,  Vicksburg,  Memphis,  etc.,  are  45  cents;  to  interior  points 
of  equal  and  less  distance  the  rates  named  arfe  higher  in  every  case. 

Table  117  shows  the  all-rail  rates  applying  from  New  Orleans  to 
Mississippi  River,  Gulf  and  interior  points  in  Mississippi,  Louisiana, 
Alabama,  and  Tennessee.  It  will  be  seen  from  this  table  that  the  rail 
lines,  in  order  to  secure  the  traffic,  charge  a  lower  rate  to  the  river 
points,  and,  in  turn,  charge  a  comparatively  higher  rate  to  points 
where  there  is  no  water  transportation.  This  is  further  demonstrated 
on  Maps  Nos.  4  and  5,  which  cover  the  rates  charged  on  Class  1  articles 
from  Memphis,  Tenn.,  and  New  Orleans,  La.,  to  river  and  inland 
points. 

Contrary  to  the  conditions  on  other  river  routes,  the  river  rates  from 
New  Orleans  to  points  in  Louisiana  are  usually  higher  than  the  all-rail 
rates.  It  is  asserted  that  the  higher  rates  via  river  are  accounted  for 
by  the  fact  that  shipments  by  the  boat  lines  make  better  time,  which 
inclines  the  shipper  to  route  via  the  boat  lines.  Table  118  of  class 
rates  applying  from  New  Orleans  to  landings  on  the  Mississippi  River 
shows  the  relation  of  the  rail  and  river  rates. 

The  steamboat  lines  operating  on  the  Red,  Black,  Ouachita,  and 
tributary  rivers  do  not  go  below  the  rail  rates,  and  in  some  cases  even 
quote  higher  rates  than  those  of  the  rail  lines  from  New  Orleans. 
Apparently  the  same  conditions  exist  as  to  points  on  the  Mississippi 
in  Louisiana.  It  is  asserted  that,  owing  to  the  greater  certainty  as  to 
time  of  delivery  by  the  river,  the  boat  lines  are  in  a  position  to  name 


RELATION    OF    WATER   AND    RAILROAD   RATES  329 

higher  rates.  When  a  planter  ships  b}^  river  he  knows  his  commodity 
wdll  reach  its  destination  on  a  certain'  day,  and  that  he  can  take 
advantage  of  ruHng  market  quotations,  steamboat  sugar  and  cotton 
being  considered  as  "spot"  for  the  purpose  of  sale.  On  the  other 
hand,  rail  shipments  are  frequently  delayed  for  many  days,  and  it  is 
often  a  matter  of  weeks  after  application  is  made  for  cars  before  they 
are  furnished  for  loading,  to  say  nothing  of  the  delay  that  is  likely  to 
occur  in  transit. 

In  November,  1904,  the  New  Orleans  Steamboats  Traffic  Asso- 
ciation, through  its  freight  traffic  manager,  applied  to  the  railroad 
commission  of  Louisiana  for  authority  to  increase  the  river  freight 
rates  between  New  Orleans  and  points  in  Louisiana.  The  reasons 
for  the  proposed  increase  were  given  as  increase  in  wages,  price  of 
fuel,  and  of  general  store  supplies  and  repairs,  and  also  the  high  rates 
of  insurance.  In  this  latter  connection  it  was  stated  that  in  the 
event  of  an  accident,  whereby  repairs  are  required,  if  the  boat  is 
over  2  years  old,  the  owners  are  required  to  pay  50  per  cent  of  such 
repairs.  The  authority  to  increase  the  rates  was  granted.  Since 
the  increase  the  Louisiana  intrastate  rates  are  in  many  cases  in 
excess  of  the  rail  rates.  In  the  case  of  sugar  shipments,  for  ex- 
ample, to  New  Orleans,  from  sugar  mills  along  the  river  between 
Baton  Rouge  and  New  Orleans,  the  rail  rate  and  river  rate  were  for- 
merly the  same,  7^  cents  per  himdred  poimds,  but  when  the  advance 
went  into  effect  the  river  rate  was  fixed  at  10  cents.  It  seems,  how- 
ever, that  the  steamboats  retain  more  than  half  of  the  business  on 
account  of  the  much  greater  facility  of  delivery  by  river.  A  planter 
who  ships  by  river  knows  that  his  sugar  will  be  in  New  Orleans  the 
next  day  and  that  he  can  take  advantage  of  ruling  market  quota- 
tions, while  rail  shipments  are  frequently  delayed  for  many  days, 
and  it  often  takes  weeks  to  secure  cars. 

Capt.  L.  V.  Cooley,  president  of  the  Ouachita  Transportation  Com- 
pany, denies  that  the  cost  of  water  transportation  is  cheaper  than 
that  of  rail  transportation  except  in  the  case  of  coal,  where  the  boats 
or  ''shells"  are  so  inexpensive  as  to  make  the  transportation  cost  rela- 
tively small  compared  to  transportation  of  other  commodities  re- 
quiring more  substantial  hulls. 

Tables  119,  120,  121,  and  122  give  freight  rates  applying  on  class 
and  special  commodities  to  and  from  landings  on  the  various  rivers 
in  Louisiana  and  New  Orleans,  giving  the  rail  and  river  rates  between 
these  points. 

Table  123  shows  the  all-rail  rates  applying  on  classes  from  Seat- 
tle, Wash.,  to  points  on  Puget  Sound,  and  to  interior  cities  located 
in  the  adjacent  country.  It  will  be  seen  that  the  rates  to 
Puget  Sound  points  are  relatively  lower  than  those  to  the  inland  cities 
in  the  same  locality.  The  rate  on  Class  1  articles  as  far  north  as  Mount 
Vernon  is  7^  cents;  to  Bellingham,  12^  cents;  and  to  New  West- 
minster, British  Columbia,  20  cents.  To  inland  cities  of  equal  dis- 
tances the  rates  range  from  22^  to  25  cents.  The  effect  of  water 
competition  is  more  clearly  demonstrated  by  Map  7. 

In  this  connection  it  is  of  interest  to  note  the  comparison  of  rates 
applying  from  Seattle  to  points  on  the  Northern  Pacific  and  Great 
Northern  railways  -with  the  rates  from  Portland  to  points  on  the 
Oregon  Railroad  and  Navigation  Company  located  on  the  Columbia 

31673— S.  Doc.  325,  60-1 22 


330  REPOET   OF    THE   INLAND   WATERWAYS   COMMISSION 

River.  The  rates  to  points  on  Gray's  Harbor  and  Willapa  Harbor  on 
the  Pacific  coast  are  also  lower  than  those  to  the  intermediate  cities 
of  shorter  distances. 

Table  124  shows  class  rates  applying  from  Portland  to  points 
on  the  Cohmibia  River  via  rail  and  via  river.  It  will  be  noted 
that  the  rail  rates  are  higher  in  most  cases,  and  in  others  meet  the 
river  rate.  The  first-class  rate  to  Astoria  and  to  The  Dalles  is  25 
cents  either  by  rail  or  river.  To  points  just  beyond  The  Dalles,  where 
navigation  is  interrupted,  the  rail  line  takes  advantage  of  the  rehand- 
ling  charges  by  the  water  route  and  names  rates  much  in  excess  when 
distance  is  used  as  a  basis  of  comparison."  The  rate  via  rail  to  The 
Dalles,  a  distance  of  87  miles,  is  25  cents;  to  Castle  Rock,  a  distance  of 
161  miles,  the  rate  is  75  cents;  in  other  words,  the  rate  to  Castle  Rock 
is  three  times  as  high  as  the  rate  to  The  Dalles,  while  the  distance  is 
not  quite  twice  as  great. 

The  effect  of  water  competition  on  the  Columbia  is  further  shown 
by  a  comparison  of  the  rates  applying  from  The  Dalles,  in  Table 
125.  The  rail  rate  to  Portland,  a  distance  of  87  miles,  is  25  cents; 
to  Castle  Rock,  a  distance  of  74  miles,  the  rate  is  50  cents.  The 
rate  to  Astoria,  a  distance  of  187  miles,  is  50  cents,  while  to  Ains- 
worth  and  Pasco  the  rate  is  90  cents  on  first-class  freight. 

It  will  be  seen  that  where  the  river  is  navigated  water  competition 
is  effective  in  lowering  freight  rates.  The  completion  and  opening  of 
the  work  now  in  progress  around  the  falls  of  Celilo  will  give  an  unin- 
terrupted boat  service  from  Lewiston  to  the  sea. 

Table  126  shows  class  rates  applying  from  Portland  to  points  on  the 
Willamette  and  Yamhill  rivers  via  rail  and  via  river.  The  rates  via 
river  are  lower  than  those  by  rail. 

On  Map  9  will  be  seen  a  demonstration  of  the  effect  of  water  com- 
petition in  so  far  as  freight  rates  are  concerned.  The  rates  to  Puget 
Sound,  Pacific  Ocean,  and  Columbia  River  points  are  less  than  those 
to  the  intermediate  and  inland  cities  of  approximately  the  same 
distances. 

The  Sacramento  and  the  San  Joaquin  rivers,  together  with  tribu- 
tary rivers  leading  into  San  Francisco  Bay,  are  navigated  by  several 
steamboat  lines.  The  rail  lines  paralleling  these  waters  or  reaching 
points  located  on  them  are  in  constant  competition  mth  the  water 
carriers.  Table  127  and  Map  8  give  the  rates  from  San  Francisco 
to  points  on  the  various  streams  and  to  inland  cities  in  the  adjacent 
country,  showing  the  comparatively  low  rates  applying  to  points 
where  steamboat  traffic  exists,  while  to  points  where  the  boat  lines 
can  not  reach  comparatively  higher  rates  are  in  effect. 

Loss  of  prorating  arrangements  with  the  railroads. — A  representative 
of  one  of  the  packet  lines  on  the  Ohio  states  that  up  to  about  1900, 
when  the  United  States  Steel  Corporation  was  formed,  Pittsburg  boats 
had  prorating  arrangements  with  practically  all  the  railroads  tap- 
ping the  IVIississippi  River,  as  well  as  the  Oliio  River,  and  reaching 
the  South  and  West.  At  about  the  time  mentioned  they  received 
verbal   notices  from  all   these  railroads   through  their   commercial 

a  There  is  a  State  Portage  Railway  8  miles  in  length  in  operation  since  September, 
1905,  by  means  of  which  freight  may  be  transferred  from  The  Dalles  to  the  head  of 
Celilo  Falls, 


RELATION    OF    WATER    AND   RAILROAD   RATES  331 

representatives  terminating  through  rates.  Instead  of  being  able 
to  quote  tlirough  rates  as  formerly  the  packet  lines  are  now  obliged 
to  quote  their  own  rate  to  the  point  where  they  connect  with  the  rail- 
road and  then  add  the  local  tariff  rate  of  the  railroad  from  that 
point  to  destination.  The  railroads  formerly  issued  joint  tariff 
sheets  with  the  packet  lines  just  as  they  do  with  other  roads. 

The  reason  assigned  b}^  such  roads  as  the  Louisville  and  Nashville 
and  the  Queen  and  Crescent  for  the  termination  of  joint  tariff  rela- 
tions was  the  pressure  brought  to  bear  upon  them  by  the  roads  out  of 
Pittsburg. 

The  loss  of  prorating  arrangements  has  been  a  very  serious  matter 
to  some  of  the  packet  lines.  It  has  practically  ruined  the  traffic  in 
horseshoes,  cotton  ties,  bar  iron,  wire  nails,  staples,  etc.,  to  the  South 
and  West,  which  was  formerly  extensive. 

A  few  j'-ears  ago  arrangements  were  in  effect  whereby  sliipments 
could  be  made  from  Pittsburg  territory  and  prorated  via  river  and 
rail  to  Atlanta,  Ga.,  Chattanooga,  Tenn.,  Birmingham,  Selma  and 
Montgomery,  Ala.,  Kichmond  and  Roanoke,  Va.,  and  Texas,  Colorado, 
and  California  points;  but  the  community  of  interest  under  which 
the  railroads  now  seem  to  work  caused  the  withdrawal  of  the  pro- 
rating arrangements  at  almost  all  points  on  the  Oliio  and  Mississippi 
rivers,  thus  compelling  shippers  to  forward  by  all-rail  lines  instead 
of  river  and  rail  routes.  Formerly  shippers  gladly  availed  them- 
selves of  the  prorating  arrangements,  particularly  when  there  was 
a  shortage  of  cars  or  congestion  of  freight. 

The  Pittsburg  and  Cincinnati  Packet  Line  still  retains  prorating 
arrangements  with  the  Louisville  and  Nashville  Railroad  to  Clarksville 
and  Nashville,  Tenn.,  to  which  points  there  is  water  competition. 

It  is  said  that  the  American  Steel  and  Wire^  Company  will  not  make 
any  shipments  by  water  to  any  point  that  can  be  reached  by  rail 
except  such  shipments  as  it  makes  to  its  own  warehouses  at  Louisville, 
Memphis,  and  New  Orleans  in  barge  lots  by  the  Monongahela  River 
Consolidated  Coal  and  Coke  Company.  The  former  refuses  to  ship 
by  water  even  when  requested  to  do  so  by  the  buyer.  This  asser- 
tion receives  some  confirmation  from  the  following  statements  made 
in  the  company's  Schedule  No.  12  of  through,  freight  rates,  effective 
January  1,  1907: 

The  within  are  the  lowest  rates  obtainable  via  all-rail  lines.  *  *  *  Exception : 
To  iJoints  shown  herein,  not  located  on  any  railroad  but  reached  via  water,  the  rates 
given  apply  via  rail  and  water,  but  no  rail  and  water  rates  are  shown  to  any  points 
which  can  be  reached  without  water  transportation. 

The  river  rate  by  packet  on  wire  nails  from  Pittsburg  to  Catletts- 
burg,  Ky.,  is  11  cents  per  hundred  pounds  for  quantities  less  than 
20,000  pounds,  and  8  cents  per  hundred  pounds  in  larger  quantities, 
and  the  rail  rate  in  force  in  May,  1907,  was  16^  cents,  less  than  car- 
loads, and  13  cents  on  carload  lots.  Other  instances  of  the  same 
kind  can  be  ascertained  by  comparing  the  tariffs  of  the  packet  lines 
with  the  schedule  of  freight  rates  above  referred  to.  It  should  be 
added  that  the  Steel  and  Wire  Company  does  not  itself  make  these 
rates,  but  publishes  the  rates  of  the  railroads.  The  packet  lines  get 
some  shipments  from  the  American  Steel  and  Wire  Company  to  those 
river  points  not  reached  by  railroad.  The  American  Steel  and  Wire 
Company  also  ships  in  its  own  barges  steel  billets  from  Pittsburg  to 
its  mills  at  Rankin,  Pa.,  by  water,  besides  carrying  coal  to  its  various 
mills  by.  water. 


332 


REPORT   OF    THE   INLAND    WATERWAYS   COMMISSION 


Prior  to  the  building;  of  the  division  of  the  "Frisco"  Railway 
between  St.  Louis  and  Cape  Girardeau,  Mo.,  the  Eagle  Packet  Com- 
pany had  prorating  arrangements  on  much  tlirough  business  by  way 
of  the  latter  point,  but  since  the  line  was  completed  the  railroad  has 
discontinued  the  prorating  arrangements  and  the  Packet  Company 
can  get  no  other  arrangements  with  railroads  at  St.  Louis. 

The  prorating  between  the  Arkansas  River  Packet  Compam'-  and  the 
railroads  was  given  up  at  the  beo-inning  of  1907.  According  to  the 
packet  company  the  railroads,  after  taking  shipments  of  cotton  for 
the  East  and  for  export,  would  cause  delivery  to  be  delayed  after  they 
had  loaded  it  on  cars  from  the  boat  line,  and  would  hurry  their  own 
shipments  to  attract  business  to  the  railroads.  The  boat  line  had 
to  pay  the  same  rate  as  other  local  shippers. 

insurance. — The  following  illustration  shows  the  effect  of  cargo 
insurance  rates  upon  the  packet  lines.  Referring  to  a  proprietary 
medicine  made  in  Pittsburg  and  having  a  large  sale  in  the  South,  it  is 
said: 

Suppose  the  company  has  a  shipment  of  50  boxes  to  make,  a  shipment  of  this  size 
weighing  2,000  pounds.  The  shipment  is  from  Pittsburg  to  New  Orleans.  The  rail 
rate  on  this  is  §1.05  per  hundred  pounds,  or  §21  for  the  lot.  By  the  water  lines,  the 
through. rate  was  originally  70  cents  per  hundred,  or  §14  for  the  shipment,  making  a 
difference  of  $7.  The  co'mmon-law  liability  of  the  railroad  makes  it  practically  an 
insurer  of  the  freight,  so  the  shipper  has  nothing  extra  to  pay  for  that.  By  the  river, 
however,  the  insurance  on  such  a  shipment  would  be  §5.25,  reducing  the  advantage 
of  that  route  to  $1.75  per  ton  of  50  boxes.  This  advantage  was  not  sufficient  for  the 
river  lines  to  hold  the  business  and  they  were  compelled  to  reduce  their  rate  to  60 
cents  per  hundred,  and  at  this  rate  they  held  the  business. 

Another  route  on  the  shipment  to  New  Orleans  was  by  rail  from  Pittsburg  to  New 
York,  and  thence  by  steamship  to  New  Orleans.  The  ocean  line  had  an  advantage 
in  insurance  rates,  paying  one-fourth  of  1  per  cent  and  the  river  line  11  per  cent, 
the  difference  on  the  shipment  of  50  boxes  amounting  to  §4.20. 

The  following  statement  shows  the  cargo  insurance  rates  for  barges 
on  the  Ohio  and  Mississippi  rivers: 

Net  insurance  rates  on  straight  lots  of  railroad  iron,  pig  iron,  blooms,  and  pig  had  from 

Pittsburg.  Pa. 


Destination. 

Class  No.l. 

Class  No.  2. 

Class  No.  3. 

Per  cent. 

0.33J 

.50 

.60 

.60 

Per  cent. 

0.40 
.60 
.72 
.72 
.80 

1.00 

Per  cent. 
0.50 

.75 

.90 

.90 

1.00 

1.25 

Note.— From  other  points  in  above  proportion,  as  per  tariff. 

Net  insurance  rates  on  nails,  bar  iron,  vire,  ploirs,  and  cotton  ties  from  Pittsburg,  Pa. 


Destination. 

Class  No.  1. 

Class  No.  2. 

Class  No.  3. 

Per  cent. 

0.40 
.60 
.72 
.72 
.80 

1.00 

Per  cent. 
0.50 
.75 
.90 
.90 
1.00 
1.25 

Per  cent. 
0.75 

Cairo                                              

1.00 

1.50 

St  Louis                    

1.50 

1.75 

2.00 

Note.— From  othei 

point.s  in  above  proportion,  jis  per  tarilT. 

RELATION    OF    WATER   AND   RAILROAD   RATES  383 

According  to  Mr.  W.  H.  Flint,  of  Pittsburg,  Pa.,  the  river  insurance 
rate  on  coal  cargoes  to  Cincinnati  and  Louisville,  which  was  formerly 
2h  per  cent,  has  been  advanced  to  3i  per  cent,  and  is  practicalh'  pro- 
hibitive. Few,  if  any,  of  the  coal  companies  now  carry  insurance. 
The  larger  companies  set  aside  a  fund  to  cover  losses.  The  rates 
mentioned  cover  the  risk  only  while  the  coal  is   in  transit. 

According  to  Mr.  H.  A.  Adams,  manager  of  the  marine  depart- 
ment of  Mehle  &  Kausler,  general  insurance  agents,  New  Orleans, 
La.,  most  of  the  river  boats  carry  hull  insurance,  but  few  have 
insurance  for  more  than  two-thirds  of  the  cash  value,  and  some 
take  insurance  for  about  one-half  of  the  value.  Some  boats  insure 
for  part  fire  risk  and  part  marine  risk.  For  the  fire  risk  only,  cotton- 
carrying  boats  pay  3  per  cent  premium,  and  other  carriers  2h  per  cent. 

According  to  j\Ir.  Walter  J.  Ferguson,  president,  Marshall  J.  Smith 
&  Co.,  Limited,  an  insurance  agency  at  New  Orleans  representing 
various  companies: 

Most  of  the  river  boats  carry  hull  insurance  and  some  carry  a  "blanket"  policy 
under  which  a  shipper  may  have  his  shipment  insured,  the  risk  attaching  upon 
indorsement  of  same  upon  the  bill  of  lading  by  the  clerk  or  agent  of  the  steamboat 
company.  Insurance  effected  in  this  way  is  for  the  convenience  of  shippers  at  remote 
points.  Other  shippers  or  consignees  place  their  insurance  directly  with  the  insur- 
ance agency  and  pay  the  premium  to  the  insurance  agent.  Most  river  shipments 
are  protected  by  insurance. 

The  premium  rate  varies  with  the  risk  incurred.  The  lack  of  improvement  of  the 
rivers,  difference  of  the  natural  conditions  of  their  navigability  and  the  danger 
attendant  on  such  conditions  are  reflected  in  the  insurance  rates.  For  example,  little 
improvement  has  been  made  in  the  Red  River.  It  contains  many  snags  and  bars, 
and  boats  running  in  that  trade  are  in  constant  danger  of  loss.  Thus  rates  on  that 
river  are  high. 

River  freight  rates  are  affected  directly  by  the  rate  of  insurance.  To  attract  busi- 
ness to  the  river  route  the  freight  rate  of  the  steamboat  must  be  sufficiently  under  the 
rail  rate  to  allow  for  the  insurance  premium,  particularly  at  points  where  there  is  rail 
competition.  Thus,  at  Vicksburg,  Miss.,  the  steamboat  freight  rate  on  cotton  to  New 
Orleans  is  75  cents  per  bale  and  the  insurance  rate  is  about.  20  cents  (this  depends  on 
the  value  of  the  cotton),  which  aggregates  95  cents  per  bale  as  the  cost  of  transporta- 
tion .  The  rate  by  rail  from  Vicksburg  is  .SI  per  bale,  leaving  the  boat  an  advantage  of  5 
cents,  which  is  most  frequently  more  than  offset  by  the  cost  of  drayage  to  and  from 
the  steamboat  landing. 

Many  shippers  by  rail  effect  insurance  on  their  own  account,  preferring  to  have 
such  direct  insurance  rather  than  rely  on  the  common-carrier  liability  of  the  railroad 
because  of  the  vexatious  delays  to  which  railroads  subject  them  in  case  of  lass.  By 
this  practice  the  shippers  have  a  double  protection,  since  they  do  not  relinquish  the 
right  to  go  against  the  railroad  in  case  of  loss,  but  in  such  cases,  when  the  insurance 
company  has  paid  the  loss  to  the  shipper,  it  is  subrogated  to  his  rights  against  the 
railroad.  The  insurance  rate  by  railroad  is  considerably  less  than  the  rate  by  boat. 
Probably  all  the  railroads  entering  New  Orleans  insure  their  risks  through  large  New 
York  insurance  brokerage  concerns. 

Insurance  companies  have  reduced  their  rates  from  time  to  time  as  far  as  has  been 
possible  in  order  to  help  the  steamboat  lines.  The  success  of  the  steamboat  means 
prosperity  for  the  insurance  company.  As  an  example  of  the  reductions  that  have 
taken  place  may  be  mentioned  the  hull  rate  on  the  Red  River,  which  was  18  per  cent 
in  the  ''  palmy' '  days  and  is  13  per  cent  at  present.  Cargo  insurance  in  the  same 
territory  was  formerly  2  per  cent  aiid  is  now  nine-tenths  of  1  per  cent.  Cargo  insurance 
from  Vicksburg  to  New  Orleans  was  fonnerlySl  per  5^100,  and  is  now  60  cents  per  §100.a 
The  reduction  in  rates  is  especially-woticeable  in  the  tariff  premiums  on  cargoes  and  has 
been  brought  about  directly  by  the  competition  of  railroads. 

On  the  Red  River,  cotton  rates  to  New  Orleans,  insured,  exceed 
the  uninsured  rates  by  25  cents  per  bale. 

oThe  tariff  of  river  premiums  adopted  by  the  Board  of  Underwriters  of  New 
Orleans,  January,  1903,  gives  a  rate  of  40  cents  per  $100. 


334 


KEPORT   OF    THE    INLAND    WATERWAYS   COMMISSION 


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FREIGHT   RATES  CHARGED   FOR  THE  TRANSPORTATION   OF  ARTICLES  CLASSED   AS   FIRST  CLASS   IN   THE 

CLASSIFICATION   AS   NOTED   BELOW   VIA  RAIL  AND   VIA   RIVER    FROM    ST    LOUIS.  MO  ,  TO   MISSISSIPPI 

RIVER   AND   MISSOURI    RIVER   POINTS   AND   THE   ALL   RAIL   RATES  TO    INTERIOR   POINTS 


S.    DOC     325       60-1 


BELATION    OF    WATER  AND   RAILROAD   RATES 


337 


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338 


REPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 


Table  100 — Freight  rates  charged  for  the  transportation  of  classified  traffic  and  important 
commodities  from  Atchison,  Kans.,  Kansas  City,  Mo.,  St.  Joseph,  Mo.,  and  Leaven- 
worth, Kans.,  to  St.  Louis,  Mo.,  via  rail  lines,  from  January  2, 1877,  to  April  1,  1902 

[From  Interstate  Commerce  Commission  Report  of  Railways  in  the  United  States] 


Date. 


1877— Jan.     2.... 

May     1 

June    1 

July  12.... 

Aug.  20 

Sept.  7.... 
Oct.  19.... 
Nov.    1 

1878— Jan.   12 

Jan.    14 

May    6 

July  25.... 

Nov.  18 

Nov.  27 

1879— Feb.  1.... 
Feb.  10.... 

1880— Apr.  6  a.. 
Apr.  21.... 

Apr.  24 

Sept.  29 

Oct.  27.... 
Nov.    6 

1881— Nov.    7.... 

1882— Jan.  2. . . . 
Feb.  1.... 
Mar.  13.... 

Apr.     1 

Aug..  1.... 
Oct.   16.... 

1883— Jan.     1 


Classes  and  commodities. 


Rates  in  cents  per  100  pounds. 


1. 


1883— May  1,5a  ...I  70 

Nov.  12 '  70 

Dec.   17 :  70 

1884— June    2 ;  70 

June  16 ;  70 

1886— Aug.  23 '  70 

1887— Jan.     1 ;  70 


1887— Apr.     5a  . 

Aug.    1... 

Dec.  20... 
1888— Jan.     9. . . 

Mar.  26... 

Oct.     1... 

Oct.  25... 
1889— July   19... 

Dec.  21... 
1890— Jan.   30... 

Aug.  25... 

Oct.  1... 
1891— Jan.  15... 
1892— Aug.  1 . . . 
1893— June  10... 
1894— May  12... 

June    1 . . . 

July  1... 
1896— July  20... 

July  26... 

July  30... 

Aug.  1... 

Aug.  6. . . 

Aug.  17... 

Nov.  2... 
1897— Apr.  8. . . 


60  45 
60  45 


45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 
45 


30  i  20 
30  I  20 
30  I  20 


2.      3. 


A. 


22i 
22i 
22J 
22^ 
22* 
22t 
22^1  \lh 
22^1  m 
22i  17i 
22|  17i 
22j!  \1\ 
24||  19J 
24jl  19| 
2A\    19i 


a  New  classification. 


24i!  19i 
24ii  19i 
24i!  19i 


C. 


E. 


13^1  1 


O 


m  173 


15 
15 
15 
15 
15 
12 
614 
614 
15 
15 
15 
15 

9 

9 

6 
10 
11 
10 
10 
10 
6  Oats 


Rates  per  car. 


I' 

w 

S50.00 

S60.00 

50.00 

50.00 

60.00 

50.00 

50.00 

50.00 

50.00 

50.00 

50.00 

50.00 

60.00 

50.00 

60.00 

50.00 

50.00 

50.00 

50.00 

60.00 

50.00 

60.00 

60.00 

40.00 

50.00 

40.00 

45.00 

30.00 

60.00 

40.00 

60.00 

40.00 

60.00 

40.00 

50.00 

40.00 

50.00 

40.00 

50.00 

40.00 

60.00 

40.00 

60.00 

40.00 

45.00 

40,00 

45.00 

30.00 

45.00 

30.00 

45.00 

40.00 

47.50 

40.00 

47.50 

40.00 

47.50 

40.00 

47.50 

30.00 

47.50 

30.00 

47.60 

32.60 

47.60 

30.00 

47.50 

30.00 

47.50 

30.00 

47.50 

30.00  i 

47.60 

30.00 

47.50 

35.00 

47.50 

30.00 

42.50 

30.00 

42.50 

30.00 

42.60 

30.00 

42.60 

25.00 

In  cents  per  100  pounds. 


18i 
13i 
9i 

7i 

m 

18i 
18J 
14^ 
14J 

in 

14| 

20 

20 

20 

20 

20 

20 

20 

20 

20 


15 

21i 
21^1 
21i 
2l|i 
2iii 

2ii; 

16  ! 
16 

8.V 
15 

18i! 
18i| 

ISi 
18il 
18i' 

isj; 

18J 
18§' 


RELATION    OF    WATER    AND    RAILROAD   KATES 


339 


Table  100 — Freight  rates  charged  for  the  transportation  of  classified  traffic  and  important 
commodities  from  Atchison,  Kans.,  Kansas  City,  Mo.,  St.  Joseph,  Mo.,  and  Leaven- 
worth, Kans.,  to  St.  Louis,  Mo.,  via  rail  lines,  from  January  2,  1877,  to  April  1, 
1902— Continued 


Date. 


1898— Jan.     1 

Apr.    8 

May     5 

May   10 

Sept.  27 

1899— Jan.     2 

July     2 

1900— Jan.     1 

Mar.    6 

Apr.  10  to 

Apr.  1,  1902 


Classes  and  commodities. 


Rates  in  cents  per  100  poimds. 


27 


10. 


4  -a 

>.    I  o  o 


t>>e3 


Rates  per  car. 


In  cents  per  100  pounds. 


20 

m 

10 

10 

m 

18§ 

10 

10 

10 

10 

14f 

18i 

14? 

m 

14^ 

18i 

Hi 

18J 

141 

m 

21J 
21i 
2U 

21 1 

2n 

l"i 
17i 

17i 
■I7i 


Table  101 — Freight  rates  charged  for  the  transportation  of  grain  and  meat  products  from 

Kansas  City,  Mo.,  to  St.  Louis,  Mo.,  from  January  17,  1879,  to  April  1,  1902 

[From  Interstate  Commerce  Commission  Report  on  Railways  in  tlie  United  States] 


Date. 


1S79— Jan.  17. 
Feb.  1. 
Mar.  1. 
Sept.  15. 
Oct.  16. 
Oct.  22. 
Nov.  10. 

1880— Apr.  17. 
Apr.  21. 
Apr.  24. 
Nov.    8. 

1881— Apr.  1. 
July  23. 
Doc.  20. 

1882- Feb.  1. 
Feb.  0. 
Mar.  13. 
Apr.  1. 
Nov.  27. 
Dec.     1 , 

1883— Jan.  1. 
May  15, 
June  11, 
Dec.   17, 

1884— Jan.    15, 

1885— Jan.      1, 

188(5— Jan.  1, 
Aug.  23 
Aug.  20 

1887— Jan.  1 
Jan.  10 
Feb.  1 
Feb.  15 
Apr.  1 
Aug.  1 
Dec.  20 

1888— Jan.  9 
Feb.  8, 
Feb.  16 
Feb.  18 
Feb.  27 
Mar.    1 


Rates  m  cents  per 

100  POUNDS. 

Pack- 

ing- 
house 

Wlieat. 

Other 

prod- 

ucts. 

25 

25 

15 

25 

25 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

17 

15 

20 

17 

15 

20 

17 

12i 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

17i 

20 

15 

17i 

20 

15 

m 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

20 

15 

20 

in. 

15 

15 

m 

15 

15 

m 

15 

9 

17i 

5 

n 

17i 

5 

0 

17i 

5 

6 

17i 
17| 

5 

6 

5 

Date. 


1888— Mar.  26 
May  11 
June  29 
Oct.  1 
Oct.   15 

1889— Apr.  1 
May  25 
July  19 
Nov.    1 

1890— Mar.  3 
Apr.  23 
Aug.  25 
Oct.     1 

1891— Jan.  1 
Jan.   15 

1893— June  10 

1894— Dec.     1 

1895— June  18 
Aug.    1 

1896— July  20 
July  26 
July  30 
Aug.  1 
Aug.  6 
Aug.  17 
Sept.  30 
Nov.    2 

1897— Apr.  1 
Apr.    8 

1898— Jan.  1 
Apr.  8 
Apr.  21 
Apr.  23 
May  5 
May  10 
Sept.  27 

1899— Jan.  2 
July     2 

1900— Jan.  1 
Mar.  6 
Apr.  10 

1902— Apr.     1 


Rates  in  cents  pee 

100  POUNDS. 


Pack- 
ing- 
house 
prod- 
ucts. 


vVheat, 


Other 
grain. 


15 
•  15 
15 
15 
15 
15 
15 
15 
15 
15 
15 
15 
a  15 
"15 
ft  15 
15 
15 
15 
15 
9 
9 
6 
10 
U 
10 
10 
10 
10 
10 
10 
10 
10 
10 
10 
10 
8 
10 
10 
11 
8 
11 
11 


a  Com  and  oats,  12  cents. 


6  Co  rn,  14  cents. 


340 


REPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 


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342 


EEPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 


Table  104 — Highest  and  lowest  freight  rates,  and  the  rate  continuing  for  the  longest 
period  during  each  year,  charged  for  the  transportation  of  flour,  pork,  grain,  meats,  and 
hay  from  St.  Louis,  Mo.,  to  Memphis,  Tenn.,  Vicksburg,  Miss.,  and  New  Orleans,  La., 
via  Mississippi  River  steamers,  1866-1906 

[Interstate  Commerce  Commission  Report  on  Railways  in  the  United  States,  as  compiled  from  reports 
of  St.  Louis  Merchants'  Exchange] 


Date. 


1866— Highest 

Lowest 

Longest  period.. 
1867— Highest 

Lowest 

Longest  period., 
1868— Highest , 

Lowest 

Longest  period.. 
1869— Highest 

Lowest 

Longest  period. 
1870— Highest 

Lowest 

Longest  period. 
1871— Highest 

Lowest 

Longest  period. 
1872— Highest 

Lowest :. 

Longest  period. 
1873— Highest 

Lowest 

Longest  period. 
1874— Highest 

Lowest 

Longest  period. 
1875— Highest...- 

Lowest 

Longest  period. 
1876— Highest 

Lowest 

Longest  period. 
1877— Highest 

Lowest 

Longest  period. 
1878— Highest 

Lowest 

Longest  period. 
1879— Highest 

Lowest 

Longest  period. 
1880— Highest 

Lowest 

Longest  period. 

1881— Highest 

.  Lowest 

Longest  period. 
1883— Highest 

Lowest 

Longest  period. 
1883— Highest 

Lowest 

Longest  period. 
1884— Highest 

Lowest 

Longest  period. 
1885— Highest 

Lowest 

Longest  period. 


Flour 
(per  barrel) . 


Pork    ,  Sack  grain  (per  Meats  (per 
(per  barrel).  I  100  pounds).   100  pounds). 


Hay  (per 
100  pounds). 


From  St.  Louis,  Mo.,  to- 


Cts. 


Cts. 

125 
75 
75 


120 

30 

60 
115 

30 

37J 

70 

37J 

45 
150 

30 

30 

60 

30 

37i 

60 

30 

60 

67J 

45 

45 
"521 

45 

45 

52J 

37i 

37i 

a5" 

25 
25 
45 
45 
45 


Cts. 


12.5 
30 
75 

132 
37J 
50 
90 
60 
60 

150 
30 
30 

105 
45 
52§ 
90 
60 
60 
90 
60 
90 
90 
60 
60 
75 
60 
75 
67J 
60 
60 
67J 
67i 
67J 


Cts. 

200 
60 

100 

250 
60 

150 

175 
40 
65 

125 
50 
70 

125 
50 
90 

190 
40 
40 

190 
45 
60 

150 
37J 

1.50 

105 
37A 
60" 

108 
30 
60 

132 
30 
50 
90 
52J 
60 
75 
30 
30 
90 
30 
37^ 
75 
45 
45 
75 
45 
67* 
75 
60 
60 
67 
37i 
60' 
52i 
37i 
37i 
52J 
45 
52i 


as. 


Cts. 


25 
12^ 
15 
50 
7h 
7J 
20 
10 
12J 
51 
124 
20' 
22i 
15' 
15 
17J 
12J 
12^ 
17J 
12i 

12J! 

15 
13 
13 
15 
15 
15  . 


35 

20 

20 

50 

10 

10 

35 

15 

17. 

30 

20 

20 

30 

20 

30 

30 

20 

20 

25 

20 

25 

22i 

20' 

20 


Cts. 


Cts. 


35 
15 
20 

a5 

10 

10 

30 

10 

12J 

25 

15 

15 

25 

15 

22J 

25 

20 

20 

22  i 

ih. 

20' 

17ii  15 

i2j:  13 

12J  13 

22i  17Ji  15 

22i:  15  I  15 

22j  m  15 


40 
\2h 
17A 
25' 
12i 
15 
50 

20' 

10 

124 

20' 

15 

20 

22J 

15 

17i 

17J 

15 

15 

17J 

12J 


Cts. 


Cts. 


40 
10 
17* 
35' 
15 
20 
35 
10 
10 
30 


15   10 


2.5 

20 

25 

224 

20" 

20 

22i 

22J 

22J 


12^ 
25 
15 
15 
25 
15 
22J 


as. 


Cts. 


50 

65 

25 

2.5 

25 

40 

45 

75 

25 

30 

40 

40 

224 

12.1 

20' 

174 

124 

124 

17| 

15 

17* 


40 

15 

20 

43 

15 

22J 

30 

17. 

20 

30 

15 

15 

25 

15 

17i 

25 

17* 

25' 

274 

20' 

20 

224 

174 

17j 

224 

174 

174 

20' 

174 

18' 

17* 

17§ 

17i 


40 
15 
25 

48 

15 

22§ 

35 

25 

25 

35 

15 

15 

40 

20 

22i 

35 

25 

25 

35  i  32J 

25  i  20 

35 

35 

25 

25 

30 

25 

30 

274,  224 

2.5' I  17i 

2.5   17J 

27i!  22J 

27JI  20 

27  J  22  J 


BELATION   OF   WATER  AND   EAILEOAD  EATES 


343 


Table  104 — Highest  and  loucst  freight  rates,  and  the  rate  continuing  for  the  longest 
pei'iod  during  each  year,  charged  for  the  transportation  of  flour,  pork,  grain,  meats,  and 
hay  from  St.  Louis,  Mo.,  to  Memphis,  Tenn.,  Vicksburg,  Miss.,  and  New  Orleans,  La., 
via  Mississippi  River  steamers,  1866-1906 — Continued 


1886— Highest 

Lowest 

Longest  period. 
1887— Highest 

Lowest 

Longest  period. 
1888— Highest 

Lowest 

Longest  period. 
1889— Highest 

Lowest 

Longest  period. 
1890— Highest 

Lowest 

Longest  period. 
1891— Highest 

Lowest 

Longest  period. 
1892— Highest 

Lowest 

Longest  period. 
1893— Highest 

Lowest 

Longest  period. 
1894— Highest 

Lowest 

Longest  period. 
1895— Highest 

Lowest 

Longest  period. 
1896— Highest 

Lowest 

Longest  period. 
1897— Highest 

Lowest 

Longest  period. 
1898— Highest 

Lowest 

Longest  period. 
1899— Highest 

Lowest 

Longest  period. 
1900— Highest 

Lowest 

Longest  period. 

1901— Highest 


Lowest . 


Longest  period. 

1902— Highest 

Lowest 


Longest  period. 
1905-1906 


Flour 
(per  barrel) . 


Pork 
(per  barrel) . 


Saek  grain  (peri     Meats  (per    ;      Hay  (per 
100  pounds).       100  pounds).       100  pounds). 


From  St.  Louis,  Mo.,  to— 


'c8 
.  15 
'c8 

15 
'c8 
■  15 
'•12^ 

20 
'cl2i 

20' 
■C12J 
t  20 

15 


Cts.    Cts. 
40      35 


30 

35 

40 

35 

35 

35 

25 

35 

40 

35 

35 

35 

30 

30 

40 

30 

30 

40 

30 

35 

35 

30 

35 

40 

25 

40 

40 

20 

20 

30 

20 

30 

30 

30 

30 

0  2C 

0  20 

O20 

O20 

120 

o20 

«20 

120 

O20 


} 


20 


20 


174 
30 
17J 
30 

m 

30 

m 

30 
174 
30" 
20 


[■O20 
|a20 

Wo 


CIS. 
4.5 
30 
36 
60 
30 
30 
45 
30 
30 
.52i 
37i 
37^ 
37J 
30 
30 
60 
30 
30 
60 
30 
30 
30 
30 
30 
45 
30 
30 
45 
30 
30 
30 
30 
30 
30 
30 
30 


Cts. 
60 
52J 
52J 
60 
52J 
60 
60 
521 
52i 
75 
60 
60 
60 
45 
52i 
75 
524 
52i 
75 
52J 
524 
524 
52| 
52J 
60 
52J 
52i 
60 
37J 

40 
40 
40 
60 
60 
60 


Cts. 
52J 
45 
52i 
60 
4.5 
52J 
52J 
37J 
374 
60' 
52J 
52J 
52| 
45 
45 
60 
45 
45 
60 
45 
524 
52i 
45 
52§ 
60 
37i 
60 
60 
30 
35 
45 
37J 
45 
45 
45 
45 
610 
6  10 
6  10 
6  10 
6  10 
6  10 
6  10 
6  10 
6  10 

I  6  10 
;610 
1610 
610 
610 
6  10 


Cts. 
15 
10 
12 
20 
10 
10 

■  15 
10 
10 

10 

11 

12J 

10 

10 

20 

10 

10 

20 

10 

10 

12 

12 

12 

15 

12 

12 

15 

10 

10 

124 

10' 

10 


as. 

20 
17i 
17i 
20 

20 
20 

m 

17i 
25 
17i 
17i 
17i 
15 

m 

25 

m 
m 

25 

m 

17§ 

in 

17i 
17i 
20 
174 

i7i 

20 
124 

m 

174 

15* 

15 

15 

15 

15 


Cts. 

m 

15 

174 

20' 

15 

174 

174 

12| 

124 

20" 

174 

17i 

174 

15" 

15 

20 

15 

15 

20 

15 

174 

17| 

15 

m 

20 
12 
204 
20' 
10 
10 
15 
10 
15 
15 
15 
15 
10 
10 
10 
10 
10 
10 
10 
10 
10 

15   10 


Cts. 
15 
10 
12 
20 
10 
10 
15 
10 
10 
17i 
10 
12J 
12J 
10 
10 
20 
10 
10 
20 
10 
10 
12 
12 
12 
15 
12 
12 
15 
10 
10 
124 
10" 
10 
10 
10 
10 


Cts. 
20 
17J 
174 
20' 
17i 
20 
20 
174 
17| 
25 
20 
20 
17i 
15 
174 
25" 
17i 
174 
25" 

17i 

m 

20 

17J 

20 

20 

121 

12J 

m 

15 
15 
20 
20 
20 


Cts.\ 
174 
15' 

m 

20 
15 
17J 

m 

12J 
12J 
20 

m 
m 
m 

15 
15 
20 
15 
15 
20 
15 
17i 

m 

15 

17i 

20 

124 

20" 

20 

10 

10 

12J 

10 

10 

15 

15 

15 

10 

10 

10 

10 

10 

10 

10 

10 

10 

10 
10 
10 
10 
10 
10 


Cts 
17J 
13 
13 
25 
13 
13 
17 
13 
13 
22J 
13 
13 
15 

m 

12J 
22i 
12J 

22^ 

12 

12 

12 

12 

12 

12 

12 

17* 

12i 

12§ 

15 

12 

12 

12 

12 

12 


as.  as. 

25   22J 


20  1 

20 

2.5 

20  ! 

224: 

20" 

20 

20 

25 

20 

20 

20 

17i 

20 

27§ 

20 

20 

34 

20 

20 

20 

20 

20 

20 

20 

20 

20 

15 

15 

20 

20 

20 

20 

20 

20 


20 

22J 

22i 

20 

22i 

20 

17i 

20 

20 

20 

20 

20 

17J 

17i 

224 

17i 

17i 

22J 

17J 

20 

20 

20 

20 

20 

17i 

20 

20 

12J 

12J 

17i 

15 

17i 

m 
m 

17i 

12i 

12i 

12i 

15 

15 

15 

15 

15 

15 


"  Flour  and  meal. 


6  Per  100  pounds. 


cMeal,  in  sacks,  per  100  pounds. 


344 


REPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 


Table  105 — Average  freight  rates  charged  for  the  transportation  of  grainin  sacks,  via 
stcamo's,  and  wheat,  corn,  and  rye,  via  barges,  from  St.  Louis,  Mo.,  to  New  Or- 
leans, La..  1866-1903 

[Compiled  from  reports  of  St.  Louis  Merchants'  Exchange] 


Year. 


Grain  in 

sacks 
I  (per  100 
pounds). 


Wheat 
in  bulk 

(per 
bushel). 


Com  and  rye  (per 
bushel). 


High 
water. 


!    Cents,    j    Cents. 

1866 i... : 

1867 ! ! 

1868 ' 

1869 1 

1870 

1871. 
1872. 
1873. 
1874. 
1875. 
1876. 
1877. 
1878. 
1879. 
1880. 
1881. 
1882. 

1883 17?  5i' 

1884 14  61 


:::::;::::::;::::::: 

21 

m 

18 

19 
20 
20 

81 
7i 

If 

6 

Cents. 
12S 
15j 


log 

7l 
11' 
7 


Low 

water. 


Cents. 
15? 
20J 
13J 
Hi 
15/, 
18i 
21t 
11 
9 

m 

I2i 

9 
9 
11 
9§ 
8 
7 
7 
7 


Year. 


Grainin  |   Wheat 
sacks    :  in  bulk 
(per  100        (per 
pounds).  I  bushel). 


Cents. 

1885 i  15 

1886 1  16 

1887 !  18} 

1888 15 

1889 17.93 

1890 15. 66 

1891 16.28 

1892 16.87 

1S93 17.54 

1S94 17.14 

1895 ,  12. 50 

1896 ;  14.55 

1897 '  15 

1898 10 

1899 ,  10 

1900 10 

1901 10 

1902 ;  10 

1903 10 


Cents. 

6| 
6i 
6f 

^ 

5.95 

6.58 

6.88 

6.50 

6.55 

5.89 

5.95 

5 

4.98 

4.50 

4.50 

4.25 

4.25 

4.20 

5 


Com  and  rye  (per 
bushel) . 


High 
water. 


Low 

water. 


Cents.    '     Centf 
5 
5 
5 


Table  106 — Freight  rates  charged  for  the  transportation  of  flour,  pork,  grain,  and  hay 
by  barge  and  river  from  St.  Louis,  Mo.,  to  Nevj  Orleans,  La..  1887-1904 

[From  St.  Louis  Merchants  Exchange  Reports] 


Year. 


1887. 
1888. 
1889. 
1890. 
1891. 
1892. 
1893. 
1894. 
1895. 
1896. 


1899. 
1900. 
1901. 
1902. 
1903. 
1904. 


Flour  and 
meal. 


Pork. 


Per  bbl. 
30  to  40 
25  to  35 
35  to  40 
30  to  35 
30  to  40 
30  to  40 
30  to  35 
25  to  40 
20  to  40 
30 
30 

20 
20 
20 
20 
20 
20 


Sacked  grain 
and  meats. 


Per  100  lbs.     \ 
45   to  60  ! 
374  to  52J: 
52i  to  60 
45    to52il 
45    to  60 
45    to  60 
45    to52J 
37i  to  60 
30    to  60  1 
45  ' 
45  I 
Per  bbl. 

10 

10  I 

10 

10 

10 

10 


Per  100  lbs 
15  to 
12^0 
17§to 
15  to 
15  to 
15  to 
15  to 
124  to 
10   to 


Uav. 


20 

m 

20  I 

i7i; 

20 
20  I 
17J 
20  ; 
20  I 
15 
15 

10  I 
10  < 

10 

10  ! 

10  I 

10  I 


Per 


100  lbs. 
20   to22i 
17J  to  20 

20 
17i  to  20 
17J  to  22J 
174to22J 

20 
17i  to  20 
12|  to  20 

17§ 

17J 

12i 

15 

15 

15 

15 

15 


RELATION   OF   WATER  AND   RAILROAD  RATES 


345 


Table  107 — Freight  rates  charged  for  the  transportation  of  wheat  and  other  grain  via  all 
rail  from  St.  Louis,  Mo.,  to  New  Orleans,  La.,  and  Vicksburg,  Miss.,  1887-1907 


Year. 

Date. 

Flat  rate  per 
100  pounds. 

Proportional 

rate  per  100 

pounds. 

Flat  rate 

per 
bushel, 
wheat. 

Propor- 
tional 
rate  per 

Wheat. 

Other 
grain. 

Wheat. 

Other 
grain. 

bushel, 
wheat. 

1887.. 

Apr.  25  to  Aug.  1 

Cents. 
21J 
20 
20 
18 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
17 
17 
17 
17 
17 
17 
17 
17 
17 

Cents. 
21i 
20 
20 
18 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
20 
15 
15 
15 
15 
15 
15 
15 
15 
15 

Cents. 

Cents. 

Cents. 
12.90 
12.00 
12.00 
10.80 
12.00 
12.00 
12.00 
12.00 
12.00 
12.00 
12.00 
12.00 
12.00 
12.00 
12.00 
12.00 
12.00 
12.00 
12.00 
12.00 
9.00 
9.00 
9.00 
9.00 
9.00 
9.00 
9.00 
9.00 
9.00 

Cents. 

1887  . 

Aug.  1  to  Dec.  31  .                    

1888.. 

Jan.  1  to  Oct.  15 

1888 

Oct.  15  to  20...  .                        

1888 

Oct.  15  to  Dec.  31 

1889.. 

All  year 

1890.. 

do 

1891.. 

do 

1892.. 

....do 

1893.. 

do 

1 

1894 

.     .do 

1895  . 

do 

1896.. 

do 

15  1          15 
15  i          15 
15             15 

9.66 

1897 

....do 

9.00 

1898. . 

do 

9.00 

1899 

Jan.  1  to  May  13 

15 

14i 

14i 

15 

12i 

9.00 

1899 

May  13  to  Dec.  31 

7.50 

1900.. 

Jan.  1  to  Apr.  14 

7.50 

1900 

Apr.  14  to  Dec.  31 

1901 

1901 

Jan.  14  to  Dee.  31 

1902 

Jan.  1  to  Sept.  10 

1902  . 

Sept.  10  to  Dec.  31 

12 

7.20 

1903 

All  year              

1904 

..do 

1905.. 

1905 

May  1  to  Dec.  1 

a  is 

an 

11 
11 

6.60 

1906 

6.60 

1907 

Jan.  1  to  date 

a  13              11 

6.60 

a  On  wheat  to  New  Orleans  only.  Can  not  get  record  of  proportional  or  reconsigned  rates  back  of 
1896.  It  is  quite  possible  that  such  rates  existed  prior  to  that  time  and  always  something  less  than 
the  "flat"  rates.  It  is  a  fact  that  where  reconsigned  rates  are  in  effect  practically  all  grain  moves  on 
such  rates. 


31673— S.  Doc.  325,  60-1- 


-23 


346 


REPOET   or   THE   INLAND   WATERWAYS   COMMISSION 


Table  108 — Class  and  commodity  rates  from  St.  Louis,  Mo.,  to  New  Orleans,  La.,  via 
rail  and  via  river,  in  effect  in  1903 

[Rates  in  cents  per  100  pounds,  except  as  otherwise  specified] 


Classes. 

Rail. 

River. 

Class  1 

90 
75 
65 
50 
40 
35 

75 

Class  2                      

63 

Class  3 

55 

Class  4 

42 

Class  5                                   

33 

Class  6 

Class  A 

28 
20 

Commodities. 

Less  than 
carloads. 

Carloads. 

Less  than 
carloads. 

Carloads. 

Apples,  potatoes,  and  onions 

30 
30 
15 
20 
26 

el7 

el5 

el5 

el5 

/50 

«20 

e20 

A  20 

«20 

20 

20 

21 

O30 
15 
15 
15 

6  20 

f            i^^^ 

\               dlo 

I             o30 

\              C17J- 

{             rfl5" 

I            o30 

O30 

o30 

fftiO 

15 

17i 

20" 

15 

15 

15 

20 

0  75 

0  75 

0  75 

0  75 

Bacon  and  lard 

35 

Bagging 

Ties 

Beer 

Flour 

Meal 

Grits 

Honiinv '.     

Furniture 

Grain 

Hay 

Iron 

A  27 

«27 

27 

27 

35 

OlOO 

OlOO 

OlOO 

OlOO 

15 

Nails 

Spikes 

Bolts .   .   . 

Lead  pipe  and  sheet  lead 

Cotton-seed  oil 

Linseed  oil ' 

Corn  oil .   

Creosote 

o  Per  ba  rrcl. 
'>  In  casks  and  cases. 

c  In  sacks  of  25  pounds  and  under,  per  100  pounds. 
d  In  sacks  of  48  pounds  and  over,  per  100  pounds. 

«  Lower  rates  can  be  obtained  on  grain  and  hay  by  complying  with  certain  rcconsigiiing  or  luilliugiu 
transit  rules. 
/  Not  otherwise  specified. 
B  Common,  K.  D.  packed, 
h  Special. 
♦  Per  keg. 


MAP     NO-    2 


S     DOC     325       60-1 


RELATION    OF    WATER   AND   RAILROAD   RATES 


347 


Table  109 — Freight  rates  charged  for  the  transportation  of  classified  traffic ^  {governed 
by  the  Southern  Classification)  via  all  rail  from  Chicago,  III.,  to  Mississippi  River  and 
southern  interior  points;  in  effect  July  1,  1907  {Map  2) 


To— 


Dis- 
tance. 


Classes,  in  cents  per  100  pounds. 


MISSISSIPPI  RIVER  POINTS. 


Cairo,  lU 

Memphis,  Tenn... 

Helena,  Ark 

Greenville,  Miss.. 
Vicksburg,  Miss.. 

Natchez,  Miss 

Baton  Rouge.  La. 
New  Orleans,  La. 
Mobile,  Ala 


Miles. 


INTERIOR  CITIES. 


Clarks^-ille,  Tenn... 

Nashville,  Tenn 

Jackson,  Tenn 

Chattanooga,  Tenn. 
Holly  Springs,  Miss. 

Winona,  Miss 

Columbus,  Miss 

Jackson,  Miss 

Meridian,  Miss 

Hattiesburg,  Miss.. 

Hunts\ille,  Ala 

Biniiingham,  Ala... 
Montgomerv,  Ala . . . 
Troy,  Ala.." 


110 


114 
114 
133 
171 


65       55 


90       75       58     47 


73 

63 

73 

(a 

103 

85 

111 

95 

109 

93 

125 

102 

125 

102 

118 

99 

118 

99 

138 

116 

117     100 
146     124 


43 


38 
38 
57 
62 
64 
70 
70 
67 
67 
79 
62 
62 
78 
102 


37 


6.     A.    B.    C.    D.    E.    H 


31     21 


21 


38     37  I 

40  1  44  I 

42  <  47  I 

41  I  38ii 
41  3Sl 
46  43.V 
35  38', 
40  43  i 
40  43 
55  !  50  i 


26 


21  20 
21  20 
31 J  26 
33  29 
31i  28 
32  I  29 


33 

31 

44 

33  1  31 

39 

33  !  31 

39 

45  1  36 

51 

33  29 

47 

34 

30 

52 

34 

30 

61 

44 

.39 

82 

33  65 


28  36 
28  36 
34  I  44 
47  I  54 

43  55 

44  1  59 


Table  110 — Freight  rates  charged  for  the  transportation  of  classified  traffic  {governed  by 
the  Southern  Classification)  via  all  rail  from  St.  Louis,  Mo.,  to  Mississippi  River  and 
southern  interior  points;  in  effect  July  1,  1907  {Map  -3) 


To— 


Dis- 
tance. 


Classes,  in  cents  per  100  pounds. 


MISSISSIPPI  RIVER  POIXTS. 


Miles. 


Cairo,  111 

Memphis,  Tenn... 

Helena,  Ark 

Greenville,  Miss . . 
Vicksburg,  Miss. . 

Natchez,  Miss 

Baton  Rouge,  La . 
New  Orleans,  La. 
Mobile,  Ala 


.1    65       50 


INTERIOR  CITIES. 


Clarksville,  Tenn... 

Nashville,  Tenn 

Jackson,  Tenn 

Chattanooga,  Tenn. 
IloUy  Springs,  Miss. 

Winona,  Miss 

Columbus,  Miss 

Jackson,  Miss 

Meridian,  Miss 

Hattiesburg,  Miss.. 

Iluntsville,  Ala 

Birmingham,  Ala . . . 
Montgomerv,  Ala . . . 
Troy,  Ala 


90 


6. 


25 


35 


A. 


15 


25 


ol5 


38  I  41 
35  I  32i 


D. 


12 


E. 


20 


21  18 
18  15 
25jl  20 
30  I  24 


Per  bbl. 


30 


45 


a  Applies  on  flour  in  sacks,  less  carloads. 


348 


KEPOET   or    THE   INLAND   WATERWAYS   COMMISSION 


Table  111 — Freight  rates  charged  for  the  transportation  of  classified  traffic  {governed  by 
the  Southern  Classification)  via  all  rail  from  Louisville,  Ky.,  to  Mississippi  River  and 
southern  interior  points,  in  effect  July  1,  1907 


Dis- 
tance. 


Classes,  in  cents  per  100  pounds. 


1.       2.       3.      4.      5, 


A.    B.     C.     D.    E.    H 


MISSISSIPPI  RIVER  POINTS. 


Miles. 


Per  bbl. 


Cairo,  III 

Memphis,  Tenn... 

Helena,  Ark 

Greenville,  Miss. . 
Vicksburg,  Miss. . 

Natchez,  Miss 

Baton  Rouge,  La. 
New  Orleans,  La. 
Mobile,  Ala 


INTERIOR  CITIES. 


Clarksville,  Tenn . . . 

Nashville,  Tenn 

Jackson,  Tenn 

Chattanooga,  Tenn. 
Holly  Springs,  Miss. 

Winona,  Miss 

Columbus,  Miss 

Jackson,  Miss 

Meridian,  Miss 

Hattiesburg,  Miss. . 

Huntsville,  Ala 

Birmingham,  Ala. . . 
Montgomery,  Ala... 
Troy,  Ala 


65 


90 


41 

38 

86 

76 

118 

114 

114 

98 

98 

118 

79 

79 


35 


30 


25 


al5 


o22i 


30 


20 


14     13 
11     10 

25J   20 


28 


26 
20 
51 
38 
51 
52 
54 
54 
54 
65 
38 
40 
40 
59 


"Applies  on  flour,  in  sacks,  less  carload. 

Table  112 — Freight  rates  charged  for  the  transportation  of  classified  traffic  {governed  by 
the  Southern  Classification)  via  all  rail  from  Cincinnati,  Ohio,  to  Mississippi  River  and 
southern  interior  points,  in  effect  July  1,  1907 


To- 


Dis- 


Classes,  in  cents  per  100  pounds. 


5.      6. 


A. 

B. 

C. 

D. 

E. 

H. 

"26' 

'io" 

26' 

'if 

'24' 

'49' 

28 

27 

o24i 

22 

31 

61 

25 

23 

18 

17* 

20 

28 

25 

23 

18 

17J 

20 

28 

38 

40 

28* 

23 

33 

41 

20 

26 

23 

19 

34 

39 

37 

35 

30* 

25 

43 

55 

40 

42 

31 

26 

44 

59 

42 

46 

32 

28 

44 

59 

39 

34-i 

29 

27 

38 

59 

39 

34* 

29 

27 

38 

59 

43 

39* 

41 

32 

49 

71 

23 

26 

23 

19 

34 

;« 

32 

33 

26 

22 

43 

43 

32 

33 

26 

22 

52 

43 

47 

46 

36 

31 

73 

m 

MISSISSIPPI  RIVER  POINTS. 


Miles. 


Per  bbl. 


Cairo,  111 

Memphis,  Tenn... 

Helena,  Ark 

Greenville,  Miss. . 
Vicksburg,  Miss.. 

Natchez,  Miss 

Baton  Rouge,  La. 
New  Orleans,  La. 
Mobile,  Ala 


INTERIOR  CITIES. 


Clarksville,  Tenn. . . 

Nashville,  Tenn 

Jackson,  Tenn 

Chattanooga,  Tenn . 
Holly  Springs,  Miss. 

Winona,  Miss 

Columbus,  Miss 

Jackson,  Miss 

Meridian,  Miss 

Hattiesburg,  Miss.. 

Huntsville,  Ala 

Birmingham,  Ala... 
Montgomery,  Ala. . . 
Troy,  Ala 


55     40 


83 


73 


54 


44 


25 

25  ! 

41 

40 

51 

57 

57 

55 

55 

62 

40 

47 

59 

80 


39 


•  Applies  on  flour,  in  sacks,  less  carloads. 


MAP     NO.    3 


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INCLUDES    STORE    OOOR    DELlVEBr    O  a| 
LESS     THAN     CAR     LOAD     BUSINESS       -M 


FREIGHT  RATES  CHARGED  FOR  THE  TRANSPORTATION  OF  ARTICLES  CLASSED  AS  FIRST 

CLASS   IN   THE  SOUTHERN   CLASSIFICATION   VIA   ALL  RAIL   FROM   MEMPHIS,  TENN  . 

TO   LOWER   MISSISSIPPI    RIVER   POINTS  AND   INTERIOR   POINTS. 

(RATES    IN    CENTS    PER    1 OO    POUNDS  EFFECTIVE    JULY      I      1907    I 

S.    DOC.   325;     60 


RELATION   OF   WATER  AND   RAILROAD  RATES 


349 


Table  113 — Freight  rates  charged  for  the  transportation  of  classified  traffic  (governed  by 
the  Southern  Classification)  via  all  rail  from  Memphis,  Tenn.,  to  Mississippi  River  and 
southern  interior  points,  in  effect  July  1,  1907  {Map  4) 


To— 


Dis- 
tance. 


Classes,  in  cents  per  100  pounds. 


2. 

3. 

4. 

40" 

■■32" 

'25' 

40 

32 

25 

54 

47  35 

34 

29  i  24 

40 

35  27 

42 

36  30 

61 

53  43 

32 

26 

23 

51 

38 

35 

5« 

44 

39 

63 

52 

44 

63 

52 

44 

80 

67 

56 

50 

39 

31 

65 

54 

43 

83 

74 

59 

112 

98 

83 

6.     A.     B.     C.     D.    E.    H. 


MISSISSIPPI  RIVER  POINTS. 


Cairo,  111 

Helena,  Ark 

Greenville,  Miss . . 
Vicksburg,  Miss. . 

Natchez,  Miss 

Baton  Rouge,  La. 
New  Orleans,  La. 
Mobile,  Ala 


Miles. 


Per  bbl. 


INTERIOR  CITIES. 


Clarksville,  Tenn 

Nashville,  Tenn 

Jackson,  Tenn 

Chattanooga,  Tenn. 
Holly  Springs,  Miss. 

Winona,  Miss 

Columbus,  Miss 

Jackson,  Miss 

Meridian,  Miss 

Hattiesburg,  Miss.. 

HuntsviUe,  Ala, 

Birmingham,  Ala. . . 
Montgomery,  .-Via . . . 
Troy,  .\la 


19 
23 
24 
36 
20 
29 
32  I  26 
37  33 
37  I  33 
46  39 
25  20 
36  26 
37 
54 


m 

10 

20 

14 

13  22 

16 

16 

23 

20 

18 

27 

20 

18 

27 

32 

23 

39 

19  15 

25 

20  !  16 

35 

20  !  16 

44 

30 

25 

65 

30  I  35 
25 
30 
29 
48 
48 
56 
31 
35 
35 
61 


350 


EEPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


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RELATION   OF   WATER  AND   RAILROAD   RATES 


351 


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352 


BEPOET  OF  THE  INLAND  WATERWAYS  COMMISSION 


OHIO  AND  BIG  KANAWHA  RIVERS 


Table  116 — Statement  affreight  charges,  distance,  and  rate  per  ton-mile  charged  for 
the  transportation  of  bituminous  coal  via  all  rail  from  the  Kanawha  district,  located  on 
the  Chesapeake  and  Ohio  Railway,  to  points  on  the  Ohio  River  and  to  inland  Kentucky 
points  ( Map  6) 

[In  effect  August  1, 1907] 


To- 

Dis- 
tance, o 

Rate       Rate 
per  net  per ton- 
ton,        mile. 

To— 

Dis- 
tance, a 

Rate      Rate 
per  net  per  ton- 
ton,       mile. 

OHIO  RIVER  POINTS. 

Huntington,  W.  Va 

Miles. 
88 
95 
98 
104 
108 
135 
147 
156 
186 
208 
243 
246 

Cents.      Cents. 
60          0.68 
60            .63 
80  1       6 .82 
80          6.77 
85  i       d.79 
90            .67 
80  ■          .54 
80            .51 
80            .43 
85             .41 
90            .37 
90            .37 

OHIO  RIVER  POINTS—       1 

Continued. 

Miles. 
Covington,  Ky 248 

1 

Cents,  i  Cents. 
90          0.36 

Catlettsburg.  Ky 

Cincinnati,  Ohio. 

250 

100            .40 

Louisville,  Ky 

313 

100             .32 

INLAND  CITIES. 

Portsmouth,  Ohio  « 

1  Olive  Hill,  Ky 145 

Enterprise,  Ky 151 

:  Morehead,  Ky 163 

Winchester,  Ky I        209 

Lexington,  Ky 1        228 

120             .83 

Maysville,  Kv 

120 
120 
120 
120 

.79 

Willsburg,  Ky 

.74 

.57 

Newport,  Ky 

.53 

a  Miles  from  Gauley,  W.  Va. 

b  Rate  for  manufacturing  purposes,  50  cents  per  ton. 

cVia  Ashland,  Ky.,  and  barge. 

<J  Rate  for  manufacturing  purposes,  65  cents  per  ton. 

e  Via  South  Portsmouth. 


MISSISSIPPI  RIVER  (LOWER) 


Table  117 — Freight  rates  charged  for  the  transportation  of  articles  in  the  Southern 
Classification,  via  all  rail,  from  New  Orleans,  La.,  to  Mississippi  River,  Gulf,  and 
interior  points  {Map  5.) 

[In  effect  September  1,  1907] 


To— 


Dis- 
tance. 


Classes  in  cents  per  100  pounds. 


D.      E. 


H. 


F. 

Per  bbl. 


MISSISSIPPI  RIVER. 

Baton  Rouge,  La 

Bayou  Sara,  La 

Natchez,  Miss 

Vicksburg.  Miss 

Greenville,  Miss 

Rosedale,  Miss 

Friars  Point,  Miss 

Helena,  Ark 

Memphis,  Term 

gulf  and  INTERIOR 

Mobile,  Ala 

Pensacola,  Fla 

Bilo.xi,  Miss 

BooneviUe,  Miss 

Brookhaven,  Miss 

Canton,  Miss 

Clarksdale,  Miss 

Columbus,  Miss 

Corinth,  Miss 

Crystal  Springs,  Miss.. 

Enterprise,  Miss 

Gloster.  Miss 

Greenwood,  Miss 


Miles. 


125 
214 
236 
318 
355 
399 
421 


456 
141 

I 
50 

245 

55 

81 

29 

369 

89 

129 

66 

207 

T7 

379 

74 

294 

85 

390 

90 

159 

72 

180 

73 

144 

66 

281 

64 

25  23 
25  23 


45  40 


32 


25 


20 


17 


15   14 


15 
18 
17 
35 
25 
30 
27 
32 
28 
32 
35 

35 

25 
30 


m 

15 
11 
31 
18 
23 
22 
25 
29 
33 
29 

28 

18 
23 


25J  20 
25"  24 


12   15 


10 
13 
9 
27 
15 
18 
18 
22 

21 

25 

26 

15 

18 
16 
19* 
24' 
15 
18 


20 
25 
17 
40 

29 

1/  30 

I  35 

40 

40 


18 


45 


32 


25 

30 

22 

60 

34 

42 

37 

44 

41 

52i 

55 

46 

53 

34 
42 
36 
39 
49 
32 
36 


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FREIGHT   RATES  CHARGED   FOR  THE  TRANSPORTATION   OF   ARTICLES  CLASSED  AS   FIRST 

CLASS   IN   THE  SOUTHERN   CLASSIFICATION   VIA   ALL   RAIL   FROM    NEW   ORLEANS.  LA  , 

TO   LOWER   MISSISSIPPI    RIVER   POINTS  AND   INTERIOR   POINTS. 

EFFECTIVE  SEPTEMBER  1  I907  I 

S.    DOC.    325:      6C 


(rates    in    cents    PER    lOO    POUNDS. 


RELATION   OF   WATER  AND   RAILROAD   RATES 


353 


Table  117 — Freight  rates  charged  for  the  transportation  of  articles  in  the  Southern 
Classification,  via  all  rail,  from  New  Orleans,  La.,  to  Mississippi  River,  Gulf  and 
interior  points — Continued 


To— 


Dis- 
tance. 


GULF  AND  INTERIOR — CODt. 

Grenada,  Miss 

Gulfport,  Miss 

Holly  Springs,  Miss 

Harrlston,  Miss 

Hattiesburg,  Miss 

Jackson,  Miss 

Kosciusko,  Miss 

Lumberton,  Miss 

Laurel,  Miss 

Macon,  Miss 

Mathiston,  Miss 

Magnolia,  Miss 

Meridian,  Miss 

New  Albany,  Miss 

Rolling  Fork,  Miss 

Senatobia,  Miss 

Tupelo,  Miss 

Waynesboro,  Miss 


Water  Valley,  Miss. 
Winona,  Miss 


West  Point,  Miss . . . 

Yazoo  City,  Miss... 

Akron,  Ala 

Bessemer,  Ala 

Birmingham,  AJa... 

Cullman,  Ala 

Decatur,  Ala 

Demopolis,  Ala 

Evergreen,  Ala 

Fayette,  Ala 

Flomaton,  Ala 

Florence,  Ala 

Greenville,  Ala 

Jackson,  Ala 

Jasper,  Ala 

Livingstone,  Ala 

Montgomery,  Ala... 
Mount  Vernon,  Ala. 

Russell ville,  Ala 

Selma,  Ala 

Sheffield,  Ala 

Thomasville,  Ala... 

Tuscaloosa,  Ala 

Tuscumbia,  Ala 

Winfield,  Ala 


Clinton,  La 

Hammond,  La. 
Kentwood,  La. 


Miles. 
295 


186 

111 

184 


84 
140 
259 

310 


196 
282 


340 

223 

293 

272 

294 

229 

268 
338 
349 
402 
435 
251 
241 
336 
202 
450 
277 
203 


233 
321 
170 


303 
445 
238 
293 
442 


Classes  in  cents  per  100  pounds. 


1.  2, 


357  82 


64 


95 


66 


23 


/  30 
\  33 

17 

29 

/  23 

\  28 

24 

28 

f  28 

\  30 

24 

24 

29 

38 
/  22 
\   25 

28 

31 

f  24 

\29i 

f  26 

I  28 

33 

28 

f  33 

\  35 

(  28 

131 

33 

I  22 

t  27 

24 

24 

24 

41 

24 

26 

42 

46 

37 

24 

45 

27 

24 

24 

24 

26 

39 

24 

24 

36 

24 

24 

33 

22 
28 
19 
22 
22 
25 


30 
34 

17 

31 

26 

35 

23J 

25i 

29 

34 

23i 

23J 

31 

43 

25 
30 
25i 

35 

27 
36 
28 
30 
35 
26 
31 
36 
30 
33 
35 
24 
28 
27 
27 
27 
48 
31 
29 
45 
49 
40 
31 
46 
30 
27 
27 
27 
29 
46 
27 
31 
39 
27 
31 

35 

24 
31 
20 
23 
24 
29 


25 

29 

11 

24i 

27 

25J 

31i 

18 

20 

23 

28 

18 

18 

27 


18 
23 
20 

29 

28 

35 

27 

29 

31 

21 

26 

31 

25 

29 

29 

16 

18 

20 

20 

20 

30 

24 

21 

27 

37 

25 

24 

27 

24^ 

20 

24 

20 

22i 

39 

20 

24 

30* 

26' 

24 

31 

23* 

29' 
16 
18 
18 
23 


9   17 

22  1  35 
25  /  "^^ 
20J  31 
22  39 
24 
27 


16 
18 
19 
23 
16 
16 
21 
33 
34 
15 
18 
18 

26  i  37 


I  24 
1  24 
,  35 

:}" 

1}  28 
1  27 


22J 

23 

23 

25 

27 

18 

22 

26 

20 

24 

25 

15 

18 

16 

16 

16 

24 

20 

17 

21 

30 

20 

20 

21 

20 

16 

20 

16 

19 

30 

16 

20 

25 

20 

20 

27 


19   29 
23i 
10' 
12J 


30  !  38 

37 
38 
42 


27 


45 


F. 
Per  bbl. 


Note. — Where  two  rates  are  shown  under  one  class,  the  upper  rate  applies  on  carloads;  the  lower 
on  less  than  carloads. 


354 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


f^S 


•uBj  nv 


•-HIN      ■      '^(N^N 


OOO      'OOO      'OOO 
-HIM      -^Oi      '-^N 


•irej  nv 


■irea  nv 


-HC^      .      .-<(M  — <(M 


lOO      .lOCO      'lOCO 


WQ 


■j8Aia 


■iiBi  nv 


MCOCOCOCOCC     CO     coco     CO        CO     000000     00     00     00     00     00     ICifllC 


lOO    ■loiramooo    •    'oooooooooooooooooopoooooo    '(N 


n-^ 


•laAi'a; 


irei  nv 


OCDcpOcpO     CD     too     O        CO     OpO     O     O     O     p     O    O  <0  p 
PCO 


CD  CD  CD  f-H  CO 


i-<cOrtcooooooo^cooooocooo^eo 


•lOAi'a; 


OOOOPP     O     OO     O        O     NIMIN     (N     (M     (N     IM     <N     00  00  00 
(N  (M  (M  C<1  (N  (M     C-)     IM(N     O)        (M     -H  ^  rt     rt     rt     ^     i-l     ,-(     ,-< -^  rt 


•irej  nv 


t^r~t~p-< 


prtprtOOOOrtOr-lrtPPrH 

o 


•jaAtH 


OPOOOO     O     PO     P        O     (M(NIM     CO     (N     <N     (N     CO     OPO 
<NCO(MCO(M(M     CO     COC-1     CO         CO     T-li-Irt     t-h     .-(     t-i     i-l     ^     COCOCO 


•iiBi  nv 


0000     ■ooooooooo 


oooooocococoooococoocoooo    -t* 


■«;  CD 


■jaAi'jj 


C^  Cd  CO  CO  CO  CO     CO     CdCO    CO 


iriknm    u^   lo   ko   LO   uo   ic lO US 


■\ivi  nv 


PO      'OOP     CO 


CO     CO    loioio   N   «oioeo>o   (n      .,-1    .   t- 

l-H  .-(      --.-HrH      .-(      ,-lrtrt-H      >-l  .CO       ■      rH 


•jaAjH 


CO  Ca  CO  CO  CO  CO     CO     COCd     N 


IC  U5 IC    10    »0    »0    U5    ic    »c  »o  * 


iiBj  nv 


PO      'POO     UO 


10        O     10  »0  l^     >0     10»0'**'»0     "*         ■  Oi      •     o 


•IQAI'JJ 


pooopo   o   00   o      o   000   00000    000 


cocococococo    CO    coco 


CO    COCOCO     C<t     CO     CO     CO     CO     cococo 


■i\vi  nv 


00    'OOO   00 


00         00     IC  10  10     00     lOlCCOlO     CD         -p 
>-l  rt      .-I,-!,-!       rt       r-<,-l^.-l      r-<  .CO 


•iBAiy; 


000000    o    00    O       o    cococo    CO    CO    CO    CO    CO    irsioi 


cocococococo    CO    coco    CO       CO    COCOC^I 


irei  nv 


l^  iCi     ■  UD  to  10    o 


o   000 


C'l     CO     CO     CO 

o   0000 


CO      CO    cococo    01    cocococ 


J9AIH 


10  10  IC  lO  10  to     to     iO  »0     uo        m     CD  p  CD     CD     CO     CD     CD     CD     »0  i 
cd cd CO cq CO (M    CO    coco    CO       CO    COCdCO    CO    CO    CO    CO    cq    ■^■' 


•ntjj  nv 


00  00      ■  0000  00     CO 
— H>-|      .rt>-l»-l     CO 


CO       CO    cococo     CO    COCOCOd    CO 
CO       CO    cococo    CO    COCOCOCO    CO 


■jaAiy 


000000    o   oc 


p   POO   00000   000 

■^     COCOCO     CO     CO     CO     CO     CO     io»o»o 


■\]vi  nv 


mg 


»o  to  tc    10 
cococo    C^l 


»c      to    to  to  »o    to    to    to    to    to 

CO        CO     CdCOCO     CO     CO     Cd     CO     CO 


09  .0 


O  P  .-I  ■«•  OCDCO  CO 
^H  CO  CO  CD  Oli-tcD  CD 
^      1-1      — (      rH      rtCOCO      CO 


§1 


•s 

a 

3 
0 

0 

l-J  cS 

0 

3 

3 
a- 

0 
■5 

M 

3 
0 

M 

e^ 

P3 

P^ 

m 

<<PQ 

>  z 


RELATION    OF    WATER  AND   RAILROAD   RATES 


355 


00     <x>     00 


N     UJiOiO    M        (M        C<I        <N        N        N 


to;o 

Tji         . 

■fl" 

ooo 

■* 

TT 

TJ" 

■» 

•>1< 

■<«• 

00  00 

0000     • 

to     • 

•o 

t^t-t~. 

"5 

lO 

U5 

s 

IC 

lO 

oo 

S§  : 

r-.(MOOoeii      N      (N      (N      iM 

i-H      ■     —I     <M(N(M     rt        .-I        i-H        T-1        .^ 


IN      ■     rt     INIM(M      r-l 


05     •     O     (N(M(N     O 
1-1     •     M     (N(NIM     IN 


<M        IN        C^        CS 


lO    OOO    lO      >o       o 

IN     COCOCO     N        (N        IN 


IN    OOO    (N       N       N       N       c<i       eq 

CO     ^^^     C*3        CO        CO        CO        CO        CO 


O    OOO    o 


iQ    OOO    iri      lO      »o 


^  ^ 


« ■*     IN     O  0> 

-HO    o    o--; 
cc  CO    CO    iir  -^ 


to     lo     «o     o  • 


^ 


•o  ?:  ;s  s 


?aP\  >  < 


cS  iS 


=3     ii 


o  <<  c5  p^  a  a 


356  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


•laAja 


^^oooooooooo  s  oocoooooooooooooo^o^ 


•IiBj  TIV 


»C  O  O  O  p  O  O  O  O  O  O  O  O  O  O  O  O     •  O  O  O  O  O  O  O  O  O  lO  lO  o  »o 


•jaAjH 


•Tiuj  nv 


•I9ATH 


■n-Bi  nv 


»-Hcococoo^cococcccc>orocococccccccocccoc*3cocccccocccococococccocc 


tH  CC  C^  CO  CO  CO  CO  CO  CO  CC  CO  CO  CO  CO  OQ  CO  CO   •  CO  CO  CC  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO 


■jaATH 


OGOC30CX>QOOOOOOOOOQOOOOOOOOOOOOOOOOOQOGOOOOOCCCOCOOOOOQOQOGOOOOO 
CS  CO  CO  CO  CO  CO  CO  CO  coco  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  coco  CO  coco  CO 


•TIBJ  iTV 


>  00  00  0000  00X00  0000  0000  0000  000000  '  00  00  00  OO  00  00  00  00  00  "^  "^  00  "^ 
I  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO   •  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO  CO 


Cvi»oio>OU^"5io<33iOiOiOif5»J5»OU^OiOiOlC^ 


■\wi  TIV 


"SOQOQOQQOCQQOOOOQ      •  O  Q  O  O  O  O  O  O  O  "3  lO  Q  «0 


1*5S 


"^22222222'22c>OQOooQooooo 


§§§SS 


3§S§o5 


im  nv 


PIQOOQOOQOOOOOOOQO 


)  ^  -n*  -^  ^ 


■I9AIH 


"5QQQO<5QOC50C>OOOOQQQQOQ 


»oo»oo 


iJ5  O  W3  »o  »o  *o 


•liBJ  TIV 


OQOOOOOQOQOOOQOOO 


gOQOOQOOO'f-^Q'V 


■j8Aia 


•irej  nv 


•jaAia 


>ooooooocooooooooooooooooooooooo 

^  O  ^  CO  CO  CD  CO  CO  CO  COCOCOCOCOCOCOCOCOCOCOCOCOCOCOCOCO  CO  CO  CO  CO  CO  CO 


30000000000000000 

^cocococococococococococococococo 


OOOOOOOOOt^r-Ot^ 
COCOCDCOCDCOCOCO<0^0*CcO*0 


lOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO 


n^j  nv 


50000000000000000     •OOOOOOOOOTOMOCO 


5 1-"  1-"  t^  t^  t^  t^  t^  t^  t-- 1^  t^  t^  r^  t^  t^  t^    ■  t^  t^  t^  r^  t^ 


-t^  CO  CO  t*  CO 


•J8Ara 


OOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO 

coooooaoooaooooccc>ooaoooaoooaoaoaoooao<»ooaoaCQOOoaoooaooooo<x>oo 


■\ivi  nv 


000000=30000000000 

CIOOGOOOOOOOOOOOOOOOGOOOOOOOOOOOOO 


OOCOOOOOO"0>0OU5 

oooooooooooooooooot^t^oot^ 


•jaAU  Xa 


IiT?!  jlg 


^s 


R5   -ff.3o 


S^J 


-;  CO     '  3     . 


<^  III  J3  J  frt"  OS 


h:!^:! 


T3  .^  i- 


-•oO 


G  o  !3  3  M  to  ^  S  a^  -^  ^i  "^  ?^  H-^ 


S^Zn 


A-  ii  o  S  S-2  ♦^  P-.d  c  C  B  oi  •=  ■S  :3  o  a-  ;=-  ;^  G 
°oc^§c3^S"§2o-gf=S5-i^S:saW'5 
oo■-Oc;"'cJS■c^^i:SoSCo5':i^-'o35'-| 


RELATION    OF    WATER  AND   RAILROAD    RATES 


857 


(N      •  i-"i-t  C-1  M 


wc^NMWc^c^cic<it*c<ic^t^t^t-.^-r-t^t-t^t^r^ 


CCCOfCrOCCCCCOCOCO' 


oooocooooocoooccooooooooooooooooo 

CCCCCCCCCOCCCQCOeOC^COCOC<IC^C^C<l(NC^C^C^(N(N 


OOOOOOOQOO 


SOOQQ 


(N  C^  (N  <N  W  <M  C^^  (M  Ci  C^ 


lO      'C^C^  lOiO 


>0000000(NOON<MNC^C^Mff<IOJr 


C^WC^C^C^KMC^WCMCM 


NM'^*«a^ 


*o  io  io 


ooooooo 


)  lO  lO  O  iQt 


3QQOOOOOOOOOO 


OOOOOOOOOOOOOOOOOQOOOQ 


ooooooooo 


oooocooooooooooooooooo 


J^  .^dJ 


:^^ 


i-  fc  g-S^  5  5  £  t.t  ii  ?5  ti  =  £  c'S  S  ^ 


358 


REPORT   OF    THE   INLAND    WATERWAYS    COMMISSION 


•jaAiH 


•n^j  nv 


•laAiy; 


•TiTJi  nv 


•J9AI'}! 


n^jiTv 


•J3ATy; 


•T]Bi  uv 


•i3ATy: 


■Wei  nv 


•I9AIH 


•Tii?j  nv 


•J8AIH 


•n^j  nv 


•jaAja 


•nBj  nv 


?5?5?5S?3SS?5?5?5?3?Sg5?S?SE5?5S5?5S?3?5gS?S?5?5?5?5S5?$S5?S 


CO  (N  CO  c5  CO  TO  CO  TO  c5      •  <N  C«3      i  C<3  ?5  CO      •  N  C5  CO  N  ?5  CO  c5  CO  CS  c5  c5  S  ?5 


ooooooooooooooooooooooooooooooooo 
do6o6<»odo6o6o6o6odQ6ooo6oda5o6a5o6o6ododo6o6o6oco6a5o6a5o6c3d 


OOOOOOOOCO     -OO     'OOO     ■  ooo ooo o c o o o oo 
o 00 cc 0(5 od 00 00 GO 00 00    'oood    .060600    •06060606060606060606060606 


•(MC-»IMClCN!N(M<N(M(MINIMIMINCSC^C<lC<IC^!NC<«C^MCqC<0)0)OIC^C^<N<N 


.  10  "^     •  »0  ^O     ■  »0     .  10  10  "O 


'OOCOOOOOOCOOOOOOOOOOOOOOOOOCOOOO 
■C^CN|CqC<l(NIN(rqMCS<NC<lC^<Ne-lC<IN01<NCSl(NC<ICTM<N<NCq(N(NN04C-J<N 


•00      -oo     -O      '00< 


•ooooooooooooooooooocoooooooooooo 

■01C^CTC^01IMCM^)IN(M(NCqMC^(N(M(NC^(M<NC^(M(MINIMIMC<lCviCSC^CM(N 


•  oooooooco  lOO  -ooo  -ooooooooooooo 


'  CO  CSCO 'MCOCOCOCO'"!      •  C^^  CO 


;nco    •  (N c<i CO c*i im CO c^ CO (M (n o» CO c^ 


IO»010*0»0»0»0»0»0»0»C»00»010»0»0»0»0»OIOW5»0»OIO*01010»0»0»^»^'0 


•  r^LC^^^^*^^^^t^^    -ot^    -t^ot^    .ioiot-*io»ot^iot^toioiot^io 


.tO!0^cD050CDcOO?OCOCOtOCOCOCCeDOCDCOCDCOCDCOCOCO»OCO^?CiCDO 


•  00    .00    'O    looo    'C 

.00      "do      -O      ■  CC  O  O      -CD 


ino  00  CO  0000  000  000  000  000  00  00  00  000  00 
c^  e^  oi  cj  cj  c^  c4  c^  oi  oi  c^  oi  c4  (N  M  c^  (N  ci  e^i  c^  c-4  c^  (^^  ci  c-i  ci  c4  c^  c-i  c^  c4  i>i  oi 


>0000000000  -oo  'OOO  -ooooooooooooo 


•J8AU  jf  ii 


•jiBj  xa 


wZ 


RELATION    OF    WATER  AND   RAILROAD  RATES 


359 


OOOOOOOOX500''5«OiOU5>0>Oi."3ira"5«5 


CS  IN  00  06 


lOiOiOiOOiOiOiOOiOiCOOOOOOOOC 
(N(N(NIN(MIM1NIMC^C^I(M<N(NC^CS1,SCSIN(MC 


OOOOOOOO'OOO'O'O 
(Nrqe'l(NIM(N(M<Ni-l(N(Ni-Hi-l 


»o  »o  ^o  »o  »o  >o  *o 


000000000000000000000 


iO^^^>OiOU^U0>OtOtALOU^iOiOU2iOU?iO^iO 


eocOCDtOCO?0<OCO      'CO  O 


aJ   (»..S   O    X    Ih    c   ""^ 


>0"500 
0(^(NC4 


J^ 


a>  oj  " 


cs  Crg  c  o'^'.-i 


^^  C'D.5  rt  K  B-o  o  S  w  j- «  ^-o  5  0.5  .re  2 
2  »jg^3  3.5  aa  o  os.o.Sii  cj^  00  5-2  3  o 

oQoacjcrts5Sn«M=M'<f-?SPMWa3>efH 


360 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


laAja 


nui  iiv 


■jeAia 

•n^Bj  nv 


oooooooooooo'^^'^'^'^'^'^'^'^'^'V^-^Tr'^'n'Tp-^'^"^- 


O) 

o> 

o 

tH  •*•»(< 

■>»'■* 

•>!< 

■"a' 

•^ 

lN(Me^<N(M<N<NIM<N(N<NMOOO0OOO0O0O0O0O0OOO000O0Q0O00OO0OOO0aOO0O0 


;:; 

- 

PI 

000000    '0000    '00 


■jaATH 


livi  nv 


iOiCiOtOiOiOiOOiOiOiOOr 


HC^C^C^C^(MC^(NC<»C^C^WC^CqCMC^CQC1C<I<NWC^ 


- 

= 

"3 

IMIM(N     '(NM     '(N 


•J8AIH 


■\ivi  IIV 


•jaAjH 


•it^j  nv 


lOiOOiOiOiOiCiOiCiOiOiOOOOOOOGOoCOOOOOOOOOOOOOOOOOOOOOOCOOOOOOOOO 


TO      ■ 

•TO 

TO     •      • 

•jaAja 


•irej  IIV 


iSS 


ooooooooooooooooooooooooooooo 

NCSO^OINCSC^C^TOTOTOTOTOTOTOTOTOTOTOCOTOTOTOTOTOTOTOTOTO 


goo     ■  OO        _ 
TO  TO  TO     •  TOTO      'TO 


•J8AIU 


■\wi  nv 


IOiO'OlO»OtO»OW5iC»dC»O0000Q0000000000000000000O00000O00000000000 
C^CSC^«(NC^C^C<IC^C<)C^C^TOTOTOTOTOTOTOTOTOTOTOTOCOTOTOTOTOTOTOTOTO 


oooooo 

00  00 

00      ■ 

;s 

oc     •     • 

•jaAi'jj 


■\ivj  IIV 


000000000000>OlO»0»OiOiOu^iO»OiC»OiOi0^iO»Ou:>^»OiOiO 


TOTOTOTOTOTOTOTOTOTOTOTO*" 


•aaAiy; 


•irei  nv 


TOTOTOTOTOTOTOTOTOTOTOTO»0»C»OiOiOiC»OkO*dOOiOiO»0»0*CiOif3iO»00 


•jaAiy; 


•OM  nv 


■J8AU  ^a 


i^Tii^^^^^^^^i^coep  O-CO  y5cD<ScOOOc5cOCO(Ow®COOCOCOtO 


500     'OO      'O 


IIBJ  Xg 


55 


M^; 


:^.^  a 


.^r^^'C 


Sh4 


.M  o  C  cs  ^  o  6 


3W 


^1 


=s1 


b  o  I 


ta:= 


S«^ 


'■S  r  ^^■^ 


RELATION   OF   WATER  AND   RAILROAD  RATES 


361 


It*   TT 

TT 

00  00 

00 

55  <N 

N 

OJOiOJOSOOOOOOOOOOOOOOOO 


?§ss?§ssssssss 


cccococc^^^^^^^^ 


coccpoccS"^*^"5"^^'^"5 


iiomoooooooo 


(NNOIMOOOppppp 


OOOQOOOOOOOO 
OCD'XJySoOOOOOGOOOOOOOOO 


ij  ^ 


31673— S.  Doc.  325,  60-1 24 


362 


REPORT   or   THE   INLAND   WATERWAYS   COMMISSION 


•JOAiy^ 


■\im  nv 


io»oioiow:no»oio»o»o»oioooooooooooooooooooo 

iO»0»0»0»0»0»0>OOW5iO<iOOOOOOOOOOOOOOOOOOO 


■jaAia 


•irej  nv 


o    -o 
d    -d 


o 


OOO     'OO     'O     •     •     'O     -o 


•jaAja 


■\xrsi  nv 


•jaAia 


ire  J  II V 


•I8AI1I 


•\]vi  nv 


•jaAiH 


•irej  nv 


•JBAI'JJ 


iiuj  nv 


•J8AIH 


•irej  II V 


•JBAia 


•irei  nv 


»oio»o 

U31/3 

US  ; 

•«5 

•O     • 

(NC^  C^ 

cqiM 

(N      . 

•N 

N     • 

o    -o 
00     '06 


OOOOOOOOOOOOCOCCCOCCCOCOCOCOCOCCCOMCCCOCOCOCOeOCO 


•  coco  CO    -coco    -co 


0000000000000000000000000000000 


•000      'OO      'O 


OOOOOOOOOOOOcococococococococococoeococococococoro 


•  CO  CO  CO      '  CO  CO      'CO 


0000000000000000000000000000000 


•000   'OO 


0000000000000000000000000000000 

N(NNC^(NIN(NC^NINCSO<COCOCOCOCOC<3COCOCOCOCOCOCOCOCOCOCOCOCO 


•  CO    'CO    •    •    •    -o 000    .00    .0    •    •    'O    'O    • 

,r-<      .,-1      .      .      .      .(N COCOCO      'COCO      'CO      •      •      'CO      -CO      • 

0000000000000000000000000000000 

COCOCO 00  cocococo"cocococo' 00000 o'oo" 000 o'ooooodcJ 

•000     'OO     'o     ■ 


•J8AU  Aq 


•irei  Ig 


RELATION    OF    WATER   AND    RAILROAD   RATES 


363 


OOOOOOU5 
O  U3  kC  ^  >0  to  t^ 


ooooooo 

liD  lO  »0  lO  »0  O  O 


oo 


lO  kO  *0  kO  lO  lO  o 
ci  M  c<i  ci  ci  <N  u5 


•  U3  lO  «o 


CO  CO  CO  M  CO  CO  o 


'  CO  CO  CO      ■      'CO  CO 


OOOOOOIN 


•  ooo    •    -oo 


CO  CO  CO  CO  CO  to  o 


•  CO  CO  CO      ■      •  CO  CO 


oooo  ooc^ 


ooooooo 

CO  CO  CO  CO  CO  CO  ^ 


§=§5055 


00000000000000 
C>c3doooooooo'c3oo 

C«NC*l<N!N(MCOCOCOCOCOCCC0CO 


o  > 

p5 


-i  c? 


c3hJ  <S  ^  J  2  d  (ShJ         . 


364 


REPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 


02 

o 

O) 

PI 


s 

> 

o 

be 


O 


•\im  nv 


•laAia 


iO  lO  lO  lO      .  W5  IC  lO  lO  lO  u^  »0 


•{luj  nv 


•iiBi  nv 


uaAia 


ipu  nv 


•jaAi'jj 


•nui  nv 


■I3AIH 


■\mi  nv 


•jaAia 


■\\vi  nv 


•j8Aia 


•n«i  nv 


•jaAiTj 


■iivi  nv 


•J9AIH 


•ii^i  nv 


rH        .C<1C<I(M 


oooo 


0000005D 
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RELATION    OF    WATER   AND   RAILROAD   RATES 


36i 


366 


REPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 


Table  122 — Freight  rates  charged  for  the  transportation  of  cotton  via  rail  and  via  river 
from  landings  on  the  Red,  Black,  Ouachita,  and  tributary  rivers  to  New  Orleans,  La. 

[Rates  in  cents  per  bale,  except  as  indicated:  In  effect  November  15,  1907] 


All  rail. 

River. 

Rate  per  bale.a 

Via  all  rail. 

Via  river. 

From— 

■3 
u 

> 
>> 

m 

•go's 

§P.o 
0 

0 
1^ 

0  £ 

CO  u 

u  0 

(J 

it 

2 
p. 
B 
0 
0 

Uncom- 
pressed. 

0 

II 

si 

it 

0 

•6 
« 

m 

".a 
a 

1.9 
n 

t3 

'6 
0 

i 

a 

•6 

Qi 

3 

a 

■a 

m  0) 

bI 

a 

RED  RIVER. 

317 
311 

c30 

c40 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 

c42 
175 
225 
175 
225 
176 
175 
175 
175 
225 
175 
225 
175 
175 
175 
225 
175 

c32 


"'266' 

200 
200 
200 
200 

c42 

175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
150 
150 
150 
150 
150 
150 
150 
150 
150 
150 
150 
150 
150 
150 
150 
350 
150 
150 
c36 
150 
150 
150 
150 
150 
150 
150 
150 

200 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 
225 

210 
175 

225 
175 
225 
175 
175 
175 
175 
225 
175 
225 
175 
175 
175 
225 
175 

'"266' 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 

"iis 

175 
175 
175 
175 
175 
175 
175 

210 

Nicholson,  La 

175 

Robson,  La 

175 

Arusberg,  La 

304 

175 

Gayles,  La 

175 

Elm  Grove,  La 

298 
296 
293 
289 

175 

McDade,  La 

i    206 

1     200 

200 

200 

1     200 

175 

Poole,  La 

175 

Ninock,  La 

175 

Howard,  La 

175 

Loggy  Bavou,  La 

286 

175 

Williams,  La 



200 
200 
200 
200 
200 

175 

East  Point,  La 

287 
286 
284 

175 

Starpoint,  La 

175 

Crichton,  La 

175 

Grand  Bayou,  La 

175 

Altena,  La 

279 

200 

175 

Pecan,  La 

200 

175 

Gahegan,  La 

225 
225 
225 

225 
225 
175 



200 
200 
200 
200 
200 
200 
200 
200 
200 
200 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 
175 

"m 

175 
175 
175 
175 
175 
175 
175 

225 
225 
225 

225 
225 
175 

175 

Arustead,  La 

175 

Coushatta,  La 

271 

175 

Hillingsworth,  La 

175 

Lake  End ,  La 

■  200 
225 
200 
200 
225 
225 
175 

266   ! 

200 
225 
200 
200 
225 
225 
175 

200 
175 
200 
200 
175 
175 

175 

Grappes  Bluff,  La 

261 

175 
200 
200 
175 
175 

175 

Timon,  La 

175 

Powhatan,  La 

175 

Campti,  La 

254 
251 

175 

Hogen,  La 

175 

Grand  Ecore,  La 

150 

Natchitoches,  La 

150 

150 

Colora,  La 

242 

200 
200 

150 
200 

200 
200 

150 
200 

150 

Bayou  Natchez,  La 

150 

Bermuda,  La 

150 

Melrose,  La 

150 

Old  River,  La 

150 

Derry,  La 

228 

200 
200 

200 
200 

200 
200 

200 
200 

150 

Chopin,  La 

150 

Marco,  La 

150 

Colfax,  La 

119 

200 

150 

200 

150 

150 

Quarry,  La 

150 

Zimmerman,  La 

150 

Meade,  La 

207 
208 
202 

150 

Boyce,  La 

200 
180 

200 
180 

200 
180 

200 
180 

150 

Barrett,  La 

150 

Sieps,  La 

150 

Pineville,  La 

195 
194 

200 

150 
e36 
150 
150 

"c26' 

200 

'266' 
200 

150 
180 
150 
150 

150 

Alexandria,  La 

c26 

"266' 
200 

180 

Latanier,  La 

150 

Magda,  La. 

150 

Poland,  La 

150 

Echo,  La 

200 

150 

200 

150 

150 

Sarah,  La 

150 

Vick,  La 

150 

Tumbull,  La 

100 
80 
125 

"i75' 

100 
80 
125 

150 

Torras,  La 

150 

Naples,  La 

i75 

a  Where  the  tariff  rates  are  quoted  in  cents  per  100  pounds  the  rate  'per  bale  is  converted  on  basis  of 
500  pounds  per  bale. 
^Insured  rate,  at  option  of  carrier  and  to  apply  on  valuation  of  140  per  bale  or  less. 
0  Per  100  pounds. 


RELATION   OF   WATER  AND  RAILROAD  RATES 


367 


Table  122 — Freight  rates  charged  for  the  transportation  of  cotton  via  rail  and  via  river 
from  landings  on  the  Red,  Black,  Ouachita,  and  tributary  rivers  to  New  Orleans,  La. — 
Continued 


1 

1 

1 

Rate  per  bale. 

Via  all  rail. 

Via  river. 

From— 

P9 

i 

P-«  tii) 

3  8.S 

g  a  a; 
gfto 

J 

It 
o  S 

.sa 

a 
w    . 

p 

■6 

1 
1 

Uncom- 
pressed. 

o 
S^ 

CO  U 

\^  ^ 

.sa 

O 

73 

a> 

CO 

<u  bo 

U  3 

s 

o 

CO 

■6 

i 

a 

•6 

a 

■g 

t3 

a 

OUACHITA  RIVER. 

125 
125 

j 

125 
125 
125 
125 

125 

125  i 

Phillin<5    T.rt 

0  40 
a  40 
O40 
o35 
0  35 
«35 

200 

125  1     200  1 

125 

292 

a  25 

200 
175 

1 

125 

125 

280 
277 

125       175 
125       175 

1 

125 

125 

125 

125 

0  35 
o35 

125 
125 
125 
125 

175 
175 

125 

125 

125 

o35 
o35 

175 
175 

125 

203 

125 

125 

i25 
125 

125 
125 
125 
125 
125 
125 
125 
125 
125 
125 
125 

150 
150 
150 
150 
150 

150 
150 
150 
150 
150 
150 

150 
150 
150 
150 
150 
150 
150 

125 

125 

BLACK  RIVER. 

125 

125 



125 

125 

125 





125 

125 

125 

125 

125 

125 

LITTLE  RIVER. 

150 

o35 
o35 

175 
175 

15( 

150 

15( 

15( 

BAYOU  MACON. 

'      15C 

a  45 

225 

1 

15( 

1 

] 

151 

r»plbi     T,Q 

151 

1 

151 

a  35 

175 

15( 

TENSAS    RIVER. 

1.5( 

0  31 
a  31 
0  25 

155 
155 
125 

15( 

151 

1 

15( 

1 

15 

15 

Chevy  Chase,  La 

15( 

o  Per  100  pounds. 


368 


REPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 


Table  122 — Freight  rates  charged  for  the  transportation  of  cotton  via  rail  and  via  river 
from  landings  on  the  Red,  Black,  Ouachita,  and  tributary  rivers  to  New  Orleans.  La. — 
Continued 


Distance. 

Rate  per  bale 

Via  aU  rail. 

Via  river. 

From— 

■3 

> 

2  8.9 

lag 
0 

0 

SI 

0  , 

CO 

0 
H 
t3 

1 

Pi 

a 
0 
0 

Uncom- 
pressed. 

■s 

0  ti 

SI 

0 

-a 

0) 
t3 

H 

1.9 
n 

■a 

Insured. 
Uninsured. 

BOEUr  KIVER. 

037 

LW 

185 

160 

i     150 

150 

'     150 



150 

126 

a  35 

1     150 



175 

150 

Alto,  La                         .... 

150 

150 

' 150 

150 

i    150 

1 

150 

150 

160 

::::::i:::::: 

::::::i::;::; 

150 

150 

Boeuf  River,  La 

a  37 

158 

185 

150 

i 

a  Per  100  pounds. 


RELATION    OF    WATER  AND   RAILROAD   RATES 


369 


Table  123 — Freight  rates  charged  for  the  transportation  of  articles  in  the  Western 
Classification  via  all  rail  from  Seattle,  Wash.,  to  Puget  Sound,  Pacific  coast,  and 
interior  Washington  poirits  ( Map  7. ) 

[lu  effect  October  15,  1907] 


To— 


PXJGET  SOUND. 

Tacoma,  Wash 

Olympia,  Wash 

Ballard,  Wash 

Edmonds,  Wash 

Everett,  Wash 

Snohomish,  Wash 

Marys ville.  Wash 

Stanwood,  Wash 

Mount  Vernon,  Wash 

Burlington,  Wash 

Anacortes,  Wash 

Bow,  Wash 

Bellingham,  Wash 

Blaine,  Wash 

New     Westniinster,      British 
Columbia 


Dis- 
tance. 


Classes  in  cents  per  100  pounds. 


PACIFIC  COAST. 

Aberdeen,  Wash 

Hoquiam,  Wash 

Ocosta,  Wash 

South  Bend,  Wash 

Portland,  Oreg 


INTEEIOE  CITIES. 


Arlington.  Wash 

Auburn,  Wash 

Centralia,  Wash 

Chehaiis,  Wash 

Darrington,  ^^'ash 

Deming,  Wash 

Dryad,  Wash 

Elrna,  Wash 

Frances,  Wash 

Gobel,  Oreg 

Goldbar,  Wash 

Hartford,  Wash 

Houlton,  Oreg 

Kalama,  Wash 

Kelso,  Wash 

McMurray,  Wash 

Maltby,  Wash 

Monroe,  Wash 

Montesano,  Wash 

Nooksack,  Wash 

Orting,  Wash 

Pe  EU,  Wash 

Satsop,  Wash 

Scappoose,  Oreg 

Sedro  WooUey,  Wash. 

Sumas,  Wash , 

Tenino,  Wash 

Vancouver,  Wash 

WUlapa,  Wash 

Winlock,  Wash 

WoodinvUle,  Wash 

Yacolt,  Wash 


MUes. 
41 
75 
5 

17 
.33 
38 
41 
57 
70 
74 
90 
81 
97 
119 

144 


144 
148 
157 
153 
186 


60 
23 
91 
95 
88 
110 
113 


131 
147 
58 
46 
159 
146 
136 
70 
30 
35 
133 
120 
37 
119 
127 
167 
86 
126 
81 
176 
147 
109 
24 
198 


20 

27 
Vi 

121 
7i 

n 

7i 
12i 
12i 
\2\ 
12i 
15 


22J 

20 

36 

36 

50i 

25 

42 

42 

45 

40 

33 

20 

45 

40 

40 

22J 

20 

25 

35 

25 

25 

42 

42 

45 

22i 

25 

32 

45 

40 

40 

20 

75 


17. 

23 

7i 

7i 
10 
7i 

7i 
7i 

12i 

10 

12i 

10" 

15 

20 


25 


19 
17 
31 
31 
43 
24 
36 
36 
39 
34 
27 
18 
39 
34 
34 
19 
17 
20 
30 
24 
22 
36 
36 
39 
19 
24 
27 
39 
34 
34 
17 
64 


5. 


12 

1" 
6  I 
7i 

n\ 

7i 

7ji 

7i] 

7ii 

12i; 
10  j 

121 
10  i 
15 

20  i 


18 

17 

14 

12 

25 

22 

25 

22 

38 

34 

^A 

20 

29 

25 

29 

25 

33 

29 

2« 

24 

23 

20 

16 

14 

3;i 

29 

28 

24 

28 

24 

18 

17 

14 

12 

17 

15 

28 

24 

23 

20 

19 

17 

29 

25 

29 

25 

33 

29 

18 

17 

23 

20 

22 

19 

33 

29 

,30 

26 

28 

24 

14 

12 

oo 

49 

A. 


15  i 

74, 

7i 

n\ 

7i 
7i 
7i 

10  i 

10 

10 

10 

15 


J. 

c. 

7 

6 

13 

11 

3 

7* 

7 

7. 

■Ik 

Vi 

V* 

'ti 

■Ih 

Vi 

l-r. 

7i 

10 

10 

10 

10 

10 

10 

10 

10 

15 

15 

5 
11 
3  I 
6 

n 
7i 

7i 

n 

10  1 
10  I 
10 
10 
14 


15 

15 

15 

13 

12 

11 

10 

7 

6 

5 

15 

14 

11 

15 

14 

11 

22 

17 

14 

17 

15 

10 

19 

17 

14 

19 

17 

14 

21 

18 

15 

19 

17 

15 

15 

12 

10 

9 

8 

7 

23 

20 

17 

19 

17 

15 

19 

17 

15 

15 

14 

10 

8 

7 

6 

11 

9 

8 

18 

15 

13 

17 

15 

10 

10 

8 

6 

19 

17 

14 

19 

17 

14 

23 

20 

17 

15 

14 

10 

17 

15 

10 

14 

13 

11 

23 

21 

18 

21 

18 

15 

19 

17 

14 

8 

7 

6 

36 

30 

25 

A  similar  condition  exists  in  California,  as  shown  graphically  in 
Table  127  and  Map  8. 


370 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


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S     DOC     325       60-1 


EELATION   OF    WATER  AND   RAILROAD   RATES 


371 


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372 


BEPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 


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S.    DOC.    325:      60-1 


S.    DOC.   325:     60-1 


• 


RAILROAD  CONTROL  OF  RIVER  TRAFFIC  AND  PRIVATE 

CANALS 


RIVER   LINES 


On  the  Mississippi  River  and  its  tributaries  the  following  packet  lines 
show  traces  of  railroad  influence.  It  is  to  be  noted  that  vessels  of 
these  lines  run  from  St.  Louis  and  Evansville  to  points  on  the  Ten- 
nessee and  Cumberland  rivers,  and  the  railroad  apparently  interested 
in  such  lines  is  the  Louisville  and  Nashville. 

The  St.  Louis  and  Tennessee  River  Packet  Company  is  generally 
believed  to  be  controlled  by  the  Louisville  and  Nashville  Railroad, 
although  this  is  denied  by  a  representative  of  the  packet  line.  The 
Louisville  and  Nashville  Railroad  Company  reports  to  the  Inter- 
state Commerce  Commission  that  it  owns  stock  in  this  packet  com- 
pany amounting  to  $27,700;  and  also  reports  stock  ownership  to 
the  amount  of  S25,200  in  the  Tennessee  River  Packet  Company. 
Capt.  Lee  Howell,  of  Evansville,  Ind.,  one  of  the  directors  of  the  St. 
Louis  and  Tennessee  River  Packet  Company,  is  general  freight  agent 
of  the  Louisville  and  Nashville  at  Evansville,  Ind. 

Evansville  and  Bowling  Green  Packet  Company:  The  president 
and  treasurer  of  tliis  company  is  Capt.  Lee  Howell,  who  is  also  a  di- 
rector and  stockholder  in  the  same.  H,  P.  Cornick,  secretary  of  this 
company,  is  assistant  to  Mr.  Howell  in  the  Louisville  and  Nashville 
freight  office  at  Evansville. 

Evansville,  Paducah  and  Cairo  Packet  Line:  Capt.  Lee  Howell  is 
also  a  stockholder  in  this  company,  which  indicates  Louisville  and 
Nashville  influence.  The  company  is  a  successor  to  the  Tennessee  and 
Ohio  River  Transportation  Company. 

Ryman  Line :  H.  W.  Buttorff ,  president  of  this  line,  is  a  director  of 
the  Nashville,  Chattanooga  and  St.  Louis  Railway  Company,  which 
is  controlled  by  the  Louisville  and  Nashville  Railroad  through  stock 
ownership. 

A  group  of  railroads  centering  at  St.  Louis  controls  the  W  ggins 
Ferry  Company  at  that  point,  and  this  company  in  turn  owns  stock 
in  the  St.  Louis  Steel  Barge  Company. 

PRIVATE  CANALS 

Delaware  and  Raritan :  The  Delaware  and  Raritan  Canal  is  owned 
by  the  United  New  Jersey  Railroad  and  Canal  Company,  all  the  prop- 
erty of  which  was  leasea  to  the  Pennsylvania  Railroad  Company  m 
June,  1871,  for  999  years. 

The  Morris  Canal  was  leased  in  perj)etuity  to  the  Lehigh  Valley 
Railroad  Company  in  1871  under  authority  of  a  special  act  of  the  New 
Jersey  legislature. 

The  Lehigh  Canal  is  o\\Tied  by  the  Lehigh  Canal  and  Navigation 
Company.  The  managers  of  this  company  assert  that  the  canal  is 
operated  independently  of  all  other  lines  and  is  not  connected  %vith 

375 


376  REPORT   OF   THE   INLAND   WATERWAYS    COMMISSION 

any  carrier  engaged  in  interstate  business.  According  to  Moody's 
Manual  for  1907  (p.  2100)  several  railroad  lines  belonging  to  this 
company  are  leased  to  the  Central  Railroad  of  New  Jersey;  and  the 
latter  company  is  controlled  by  the  Reading  Company,  which  owned 
$14,504,000  of  the  $27,431,800  capital  stock  outstanding  on  June  30, 
1906.  It  also  appears  that  three  of  the  managers  of  the  Lehigh  Coal 
and  Navigation  Company  (Samuel  Dixon,  Joseph  S.  Harris,  and  H.  P. 
McKean)  are  also  directors  in  the  Reading  Company." 

The  Delaware  Division  Canal  is  now  controlled  b}^  the  Lehigh  Coal 
and  Navigation  Company,  which  owns  practically  all  the  capital 
stock. 

The  Schuylkill  Navigation,  according  to  the  statement  of  its  man- 
ager, operates  its  own  works,  which  are  not  leased  from  any  railroad 
company.  The  principal  office  of  the  company,  however,  is  at  the 
Reading  Terminal,  Philadelphia,  Pa.,  and  out  of  65,975  shares  of 
preferred  stock  all  but  106  shares  are  owned  by  the  Reading  Com- 
pany (the  holding  company  for  the  Reading  Railroad  system) ;  and 
out  of  13,270  shares  of  common  stock  the  Reading  Company  owns 
12,907  shares. 

The  Chesapeake  and  Ohio  Canal  is  now  operated  by  two  trustees, 
one  of  whom,  H,  L.  Bond,  jr.,  of  Baltimore,  Md.,  is  general  attorney 
for  the  Baltimore  and  Ohio  Railroad.  According  to  Moody's  Manual 
for  1907  (p.  296),  of  the  bond  issue  of  1878,  $500,000  was  held  by 
the  Baltimore  and  Ohio  on  June  30,  1906,  and  the  same  authority 
also  credits  the  Baltimore  and  Ohio  with  the  ownership  of  $861,000 
of  the  bond  issue  of  1844. 

The  Baltimore  and  Ohio  Railroad  Company  formerly  owned 
$5,353,200  (a  majority)  of  the  capital  stock  ($10,250,000)  of  the 
Consolidation  Coal  Company  of  Baltimore,  Md.,  which  owns  most 
of  the  boats  on  this  canal  and  handles  the  greater  bulk  of  tonnage. 

Mr.  F.  S.  Landstreet,  a  director  of  the  Western  Maryland  Railroad, 
acquired  the  interests  in  this  canal  formerly  held  by  the  State  of 
Maryland.  But  these  interests  were  conveyed  to  the  Continental 
Trust  Company  of  Maryland  in  August,  1907.^ 

The  abandoned  Pennsylvania  canals  are  largely  controlled  b}^  the 
Pennsylvania  Railroad,  which  holds  $3,517,150  stock  in  the  Pennsyl- 
vania Canal  Company,  and  $384,000  mortgage  bonds,  and  in  1906  had 
$2,006,490  of  mortgage  coupons. 

The  Central  Railroad  of  Georgia  owns  $160,000  stock  in  the  Savan- 
nah and  Ogeechee  Canal  Company,  also  an  abandoned  canal. 

a  stock  Exchange  Handbook,  1907,  p.  266,  579. 

i> Records  of  the  recorder  of  deeds.  District  of  Columbia,  vol.  3100,  folio  34. 


10.  RELATIONS   BETWEEN  WATERWAYS  AND   RAILWAY 
TRAFFIC  IN  EUROPE 


By  J.  C.  Welliver 


INTRODUCTORY 
GENERAL    CONDITIONS 

Within  an  area  less  than  800,000  square  miles,  comprising  Austria, 
Hungary,  Belo-ium,  France,  Holland,  Germany,  and  Ttal}^,  there  has 
been  expended  in  the  last  half  century  in  improvement  and  construc- 
tion of  internal  waterways  an  amount  which,  if  to  it  be  added  the 
probable  cost  of  improvements  now  in  hand,  will  aggregate  probably 
not  far  from  a  billion  dollars. 

Nearly  all  of  this  vast  sum  has  been  taken  directly  from  govern- 
ment revenue.  Only  a  negligible  part  has  been  provided  by  private 
enterprise. 

For  the  greater  part,  governments  have  made  these  great  invest- 
ments in  waterways  without  expectation  of  profit  or  even  of  interest 
on  the  capital  investment.  Continental  waterways  in  general  have 
been  provided  as  practically  free  public  highways.  Such  tolls  and 
charges  as  are  exacted  are  so  light  as  to  constitute  hardly  an  appre- 
ciable burden  on  traffic. 

The  present  tendency  is  to  divide  the  expense  of  waterway  develop- 
ment between  general  government  and  local  administrations.  Vari- 
ous metfiods  are  adopted  for  dividing  the  burden  between  the  general 
government  and  the  provincial  or  municipal  administration.  All, 
however,  are  based  on  the  theory  that  the  locality  immediately  bene- 
fited should  contribute  a  larger  part  of  the  investment  than  locahties 
whose  concern  with  the  improvement  is  more  remote. 

The  history  of  waterway  development  in  Europe  naturally  falls 
into  two  periods.  The  first  began  nearly  a  centur}^  and  a  half  ago 
and  continued  down  to  the  time  w^hen  railroad  building  absorbed 
energy  and  capital  and  brought  waterway  expansion  sharply  to  an 
end.  The  second  period  began  about  a  generation  ago.  The  revival 
of  interest  in  waterways,  taking  place  at  about  the  same  period  in 
difl'erent  countries,  seems  to  have  been  due  to  dissatisfaction  with 
railroad  conditions  and  to  a  developing  opinion  that  best  results 
would  be  secured  by  the  exploitation  of  both  transportation  systems — 
rail  and  water. 

In  no  country  has  it  been  possible  to  secure  satisfactory  develop- 
ment of  both  systems  until  one  was  protected  against  the  other.  As  a 
rule  it  has  been  necessary  to  invoke  the  power  of  the  state  to  save 
the  traffic  of  waterways  from  destruction  by  railway  competition. 

It  is  believed,  however,  that  fair  consideration  will  convince  any 
candid  student  that  this  fact  by  no  means  demonstrates  the  imprac- 
ticability or  the  economic  inutility  of  waterways.  The  reasons  for 
this  belief  wdll  be  developed  hereafter. 

31673— S.  Doc.  325,  60-1 25  377 


378  KEPOET   OF    THE   INLAND   WATERWAYS   COMMISSION 

Those  countries  which  have  taken  most  pains  and  gone  to  greatest 
expense  to  improve  and  systematize  waterways,  and  which  have  most 
carefully  protected  them  in  a  share  of  traffic,  are  fully  committed  to 
the  policy  of  developing  both  rail  and  water  transportation  side  by 
side,  as  complements  one  of  the  other. 

Experience  has  convinced  these  countries  that  the  best  and  most 
economic  transportation  is  to  be  secured  only  by  thus  maintaining 
both  systems  at  high  efficiency. 

It  is  universal  experience  that  development  of  waterways,  resulting 
in  a  great  increase  of  their  tonnage,  does  not  injure  the  traffic  of  rail- 
ways. Instead,  the  railways  themselves  appear  to  have  actually 
benefited  by  the  expansion  of  the  waterway  systems,  because  with 
each  extension  of  facilities  traffic  has  increased  in  still  larger  propor- 
tions. Thus  is  the  remarkable  showing  made  of  railroad  traffic  in- 
creasing by  leaps  and  bounds  at  the  very  time  when  waterways  were 
most  liighly  improved  and  constantly  adding  to  their  tonnage. 

Development  of  water  transportation  has  greatly  reduced  freight 
charges,  induced  industrial  and  commercial  development,  and  con- 
tributed vastljT^  to  prosperity  and  wealth. 

So  firmly  is  the  conviction  now  esta]>lished  that  waterways  con- 
tribute to  national  prosperity  that  those  countries  in  which  the  Gov- 
ernment owns  the  railroads  are  foremost  in  developing  waterways. 
There  is  thus  afforded  the  curious  spectacle  of  a  group  of  States,  hav- 
ing many  billions  invested  in  publicly  owned  railroads,  building  an- 
other system  of  transportation  to  compete  with  the  railroads,  and 
turning  over  this  competing  system  to  the  substantially  free  use  of 
the  community.  More  remarkable  still  is  the  universal  testimony 
that  this  policy  has  paid  both  in  increased  railroad  profits  and  in 
added  national  prosperity. 

Great  Britain  is  the  one  exception  among  European  industrial 
countries  to  the  rule  of  encouraging  both  rail  and  water  transport. 
British  railroad  policy  has  aimed  at  the  suppression  of  waterway 
competition,  and  has  pretty  thoroughly  succeeded.  To-day  the 
British  business  community  finds  itself  paying  higher  transporta- 
tion tolls  than  continental  countries,  and  because  of  this  fact  is  at  a 
great  and  increasing  disadvantage  in  competitive  markets. 

So  serious  has  this  situation  come  to  be  considered  by  British 
traders  that  Parliament  has  taken  cognizance  of  the  demand  for 
rehabilitation  of  waterways,  and  a  careful  inquiry  into  the  entire 
subject  of  water  and  rail  transportation  is  now  being  carried  on  by 
the  board  of  trade. 

It  seems  interesting  and  significant  that  Great  Britain  and  the 
United  States  are  the  only  industrial  countries  of  the  first  class  in 
which  water  transportation  has  so  long  been  neglected;  and  it  is  a 
suggestive  fact  that  in  both  these  countries  a  powerful  opinion  has 
lately  developed  in  favor  of  following  the  lead  of  continental  nations, 
emancipating  the  waterways  from  railroad  domination,  and  vigor- 
ously developing  them  as  an  independent  factor  in  transportation. 

EARLY  CANAL  ERA  ENDED  BY  RAILWAY  DEVELOPMENT 

Before  the  perfection  of  the  steam  locomotive  and  the  introduc- 
tion of  railway  transportation  there  had  been  an  era  of  canal  devel- 
opment in  most  important  countries.     It  is  safe  to  say  that  if  the 


WATERWAYS  AND   RAILWAY   TRAFFIC    IN    EUROPE  379 

railroad  had  not  been  developed  until  a  generation  later  than  it 
actually  was,  the  system  of  canals  and  regulated  rivers  would  now 
be  much  more  extensive  and  perfect  than  it  is. 

After  the  railroad  had  demonstrated  its  superior  adaptability  to 
the  conditions  of  the  times  there  was  a  long  period  of  quiescence  in 
waterway  development,  and  it  was  not  until  the  seventh  and  eighth 
decades  of  the  last  century  that  public  attention  reverted  to  the  pos- 
sibilities of  inland  water  communication.  About  this  period  there 
came  a  general  revival  of  interest  in  the  subject  throughout  the  pro- 
gressive countries  of  continental  Europe,  although  in  England  and 
the  United  vStates  the  revival  was  postponed  much  longer. 

The  development  of  railways  had  made  transportation  vastly  more 
important  than  ever  before,  and  at  the  end  of  the  first  generation  of 
railroad  experience  there  began  to  grow  up  a  strong  impression  that 
while  railroad  transportation  was  vastly  cheaper  and  more  satis- 
factory than  in  its  beginning  anybody  had  imagined  it  could  be,  it 
was  yet  more  expensive  than  was  compatible  with  the  best  interest 
of  the  business  communit5^  This  impression,  together  with  the 
rapid  development  of  industrial  competition,  both  internal  and  inter- 
national, was  responsible  for  the  revival  of  interest  in  canals  and 
rivers,  which  it  was  believed  had  been  unduly  neglected  and  which 
promised  to  give  cheaper  transportation,  especially  for  bulky  prod- 
ucts of  comparatively  low  value,  than  could  be  secured  by  rail. 

In  countries  where  railroads  have  been  state  owned,  the  govern- 
ment has  most  promptly  and  vigorously  interested  itself  in  the  devel- 
opment of  canals  which  should  compete  with  the  railroads.  Canal 
and  river  transportation  has  been  least  developed,  and  with  the  least 
satisfactory  results,  in  Great  Britain  and  the  United  States,  the  two 
first-class  commercial  countries  which  have  never  departed  from  the 
rule  of  private  railroad  oAvnership.  In  both  these  countries  compe- 
tition between  waterways  and  railroads  resulted  disastrously  to 
canals  and  river  navigation.  The  vast  aggregations  of  capital  which 
were  brought  together  to  finance  the  railroads  were,  in  private  con- 
trol, powerfid  enough  largely  to  suppress  competition  by  the  water- 
ways. As  a  result,  in  one  way  and  another,  many  important  canals 
in  Great  Britain  and  the  United  States  have  fallen  into  the  hands  of 
railroads  and  have  become  comparatively  negligible  factors  in  the 
transportation  scheme.  Many  have  been  converted  into  rights  of 
way  for  railroads,  and  few  have  been  improved  so  that  they  could 
have  a  fair  chance  in  competing  with  the  railroads.  The  impression 
was  that  canals  and  rivers  would  never  be  able  satisfactorily  to  com- 
pete against  railroads,  and  the  decadence  of  internal  waterways  was 
regarded  as  ine"\dtable  and  of  no  serious  economic  consequence. 

REVIVAL   OF   INTEREST    IN    WATERWAYS 

About  forty  years  ago  public  opinion  began  to  interest  itself  once 
more  in  inland  water  transportation,  particularly  on  the  continent. 
The  impression  became  strong  that  if  the  railroads  were  permitted 
permanently  to  monopolize  inland  transportation  the  problem  of 
raising  capital  for  the  necessary  expansion  of  the  railroad  system 
would  become  increasingly  serious.  Therefore,  two  considerations 
moved  the  authorities,  especially  in  countries  where  the  railroads 
were  owned  by  the  state,  to  a  renewed  study  of  the  possibilities  of 


380  REPOKT   OF   THE  INLAND   WATERWAYS   COMMISSION 

water  transportation.  First,  perhaps,  was  the  growing  beUef  that 
for  many  classes  of  freight  water  would  provide  equally  satisfactory 
transportation  at  less  rates  than  the  railroads.  Only  second  to  this 
was  the  impression  among  state  officials,  who  faced  the  problem  of 
raising  money  for  extensions  and  improvements  of  railroads,  that  a 
given  investment  in  the  improvement  of  rivers  and  in  connecting 
them  by  canals  would  provide  means  for  moving  a  larger  tonnage  of 
freight  than  an  equal  investment  in  railroad  facilities. 

The  results  achieved  thus  far  through  the  rehabilitation  of  the 
internal  watenvaj^  systems  of  continental  countries  are  generally 
accepted  as  justifying  this  opinion.  Even  in  Great  Britain,  where 
distances  are  comparatively  short,  and  where  no  miportant  industrial 
center  is  very  far  removed  from  the  cheapest  transportation  in  the 
world — that  by  ocean — there  is  now  a  belated  but  animated  concern 
in  behalf  of  the  waterways,  and  commercial  interests  are  making 
themselves  very  active  in  the  effort  to  enlist  the  state. 

It  was  doubtless  only  natural  that  in  Great  Britain  and  the  United 
States  the  waterways  revival  should  have  been  postponed  longer  than 
in  continental  countries.  It  is  fashionable  to  attribute  the  delay  in 
these  two  countries  to  the  influence  of  the  railroads,  and  no  doubt 
this  was  a  factor  of  importance.  But  other  considerations  must 
be  assigned  due  weight.  In  Encrland  the  most  important  con- 
sideration was  the  easy  accessibility  of  ocean  transportation;  and 
second  was  the  fact  that  for  various  physical  reasons  the  construc- 
tion of  canals  is  more  difficult  and  expensive  in  England  than  in 
most  continental  countries.  England  has  no  such  great  rivers  as 
the  Danube,  the  Rhine,  the  Elbe,  the  Oder,  the  Seine,  and  other  great 
water  highways  of  the  Continent.  The  topography  of  Great  Britain 
makes  canal  construction  more  difficult  than  on  the  Continent.  The 
country  is  more  uneven  and  more  locks  would  be  required,  involving 
greater  expense.  The  question  of  water  suj)ply  for  the  higher  levels 
is  so  serious  as  in  the  opinion  of  some  authorities  to  bar  Great  Britain 
from  ever  securing  economically  a  system  of  waterways  approaching 
the  efficiency  of  those  in  France,  Belgium,  the  Netherlands,  Germany 
and  even  Austria-Hungary. 

TARDY   WATERWAY  REVIVAL   IN   GREAT   BRITAIN 

Yet  freight  rates  imposed  by  the  railroads  are  so  high  that  despite 
difficulties  the  demand  for  waterways  is  now  becoming  insistent. 
While  it  is  impossible,  owing  to  the  fact  that  British  railroads  have 
never  provided  ton-mile  statistics,  to  determine  accurately  how 
English  railroad  rates  compare  with  those  of  other  countries,  it  is 
accepted  in  Great  Britain  that  the  average  cost  of  moving  freight 
there  is  greater  than  in  any  other  mdustrial  country.  Various  wit- 
nesses on  behalf  of  the  traders,  who  appeared  before  the  Royal 
Commission  on  Internal  Waterways,  presented  statistics  on  this 
point,  not  always  in  agreement,  but  uniformly  reaching  the  conclu- 
sion that  English  transportation  is  the  most  expensive  in  Europe. 
The  handicap  which  this  extra  expense  imposes  on  British  industry 
and  agriculture  is  recognized  and  has  been  constantly  referred  to  in 
these  hearings.  The  English  industrial  community  is  not  agreed  as 
to  a  plan  for  rehabilitating  the  waterways,  but  most  of  the  proposals 
agree  that  the  matter  must  not  be  left  to  private  enterprise;  that  the 


WATERWAYS   AND   RAILWAY   TRAFFIC    IN   EUROPE  381 

canals  must  be  divorced  from  the  railroads;  and  that  in  some  manner 
there  must  be  a  grant  of  public  credit  to  finance  the  rehabilitation. 
Whether  this  extension  of  public  credit  should  be  made  directly  by 
the  Government  of  the  United  Kingdom,  or  whether  the  capital 
should  be  raised  on  the  responsibility  of  local  taxing  bodies,  or 
whether,  .as  is  now  the  rule  on  the  Continent,  the  burden  should  be 
divided  between  the  general  and  local  government  bodies,  is  matter 
of  divided  opinion.  Officials  of  the  royal  commission  have  mani- 
fested reticence  as  to  the  recommendation  they  are  likely  to  make, 
but  the  impression  is  strong  that  their  report  will  make  some  con- 
cession to  the  demand  for  improved  waterways. 

SITUATION    IN    THE    UNITED    STATES    COMPARED 

It  has  been  said  that  in  both  England  and  the  United  States  the 
railroads  have  probably  been  unduly  blamed  for  suppressing  the 
competition  and  the  development  of  waterways.  The  reasons  for 
this  belief  as  to  England  have  been  suggested.  As  to  the  United 
States  a  different  set  of  reasons  probably  should  be  assigned.  In  the 
first  place  the  vast  area  and  comparatively  sparse  population  of  the 
United  States  for  a  long  time  seemed  to  justify  the  belief  that  it 
would  be  little  less  than  waste  of  money  to  develop  two  transporta- 
tion systems  side  by  side.  The  problem,  until  recent  years,  was  not 
only  to  secure  transportation  facilities  enough  to  move  the  freight, 
but  also  to  secure  freight  enough  to  make  the  transportation  facilities 
profitable.  As  railroads  could  go  into  all  sections,  while  inland 
waterways  necessarily  were  limited  in  this  regard,  it  was  natural  that 
the  railroads  should  have  the  preference.  Moreover,  as  to  the  great 
American  rivers — vastly  greater  and  more  potentially  useful  in  trans- 
portation than  the  rivers  of  Europe — their  tonnage  and  commercial 
utility  constantly  decreased  because  the  railroads  were  willing  to  take 
the  freight  and  until  recent  years  afforded  ample  facilities  for  moving 
it.  To-day,  however,  the  United  States  faces  an  entirely  different 
situation.  Many  of  the  railroads  have  been  unable  to  meet  the 
demands  upon  them,  and  influential  managers  of  railroads  have 
lately  insisted  that  it  was  absolutely  necessary  that  waterways  be 
developed  to  complement  the  railroad  scheme  of  transportation. 

Finally,  as  a  further  and  most  important  reason  why  artificial  or 
semiartificial  means  of  water  transportation  have  been  neglected  in 
the  United  States,  may  be  stated  the  simple  fact  of  the  existence  of 
the  Great  Lakes.  In  these,  nature  has  provided  a  transportation 
highway  ^\dth  which  neither  railroads,  rivers,  canals,  nor  canahzed 
rivers,  nor  any  combination  of  the  four,  can  possibly  be  compared. 
The  tremendous  tonnage  moved  on  the  Great  Lakes  and  its  marvelous 
development  are  regarded  by  European  transportation  authorities  as 
amon^  the  wonders  of  the "^ world.  Considering  the  cheapness  and 
unlimited  capacity  of  the  Lakes  on  the  one  hand,  and  the  celerity  and 
universafity  of  railroad  transportation  on  the  other,  it  is  small  wonder 
that  the  possibihties  of  rivers  and  canals  were  long  unappreciated. 

ERROR    OF    THE    BRITISH    IRON    MAKERS 

More  than  twenty  years  ago  an  Engfish  student  of  commercial  con- 
ditions visited  the  United  States  to  investigate  the  outlook  of  the  iron 


382  EEPORT    OF    THE   INLAND   WATERWAYS    COMMISSION 

and  steel  business  in  this  country.  On  his  return  home  he  gave 
assurances  to  British  iron  manufacturers  that  they  need  have  no 
serious  fears  of  the  competition  of  the  United  States,  because  in  Amer- 
ica the  great  iron  ore  deposits  were  too  far  distant  from  coal.  He  was 
positive  it  would  never  be  possible  to  bring  the  ore  to  the  coal,  or  the 
coal  to  the  ore,  at  such  rates  as  would  enable  production  oi  iron  and 
steel  cheap  enough  to  compete  with  England. 

How  completely  erroneous  was  this  conclusion  need  not  be  sug- 
gested now,  because  everybody  is  familiar  Avdth  the  marvelous  facili- 
ties for  bringing  the  Lake  Superior  ores  to  the  Pittsburg  iron  district, 
and  ^\^th  the  success  of  the  American  iron  and  steel  interests  in  com- 
peting ^^dth  all  the  world,  despite  the  initial  disadvantages  which  they 
had  to  overcome.  Witnesses  before  the  British  Royal  Commission 
repeatedly  declared  that  the  process  of  bringing  the  Lake  Superior 
ores  first  by  rail  to  the  docks  on  the  upper  Lake,  then  by  Lakes 
Superior,  Huron,  and  Erie  to  ports  convenient  to  the  coal  districts, 
and  finally  by  rail  to  the  seats  of  the  iron  industrj^,  was  the  greatest 
achievement  in  transportation  that  the  world  has  seen. 

So  much  for  the  British  iron-makers'  error  in  underrating  the  pos- 
sibihties  of  internal  transportation  in  the  United  States,  As  to  Ger- 
many, their  error  was  hardly  less  striking.  In  the  beginnings  of  the 
great  development  of  the  German  iron  trade  English  iron  interests 
declined  to  take  German  competition  seriously  because  the  German 
ore  deposits  were  considered  utterly  inadequate  for  the  development 
of  a  really  great  industry,  and  it  was  presumed  that  the  transportation 
of  great  quantities  of  foreign  ore  to  the  seats  of  the  German  industries 
would  be  so  expensive  as  to  make  it  utterly  unprofitable.  Yet,  in 
fact,  the  Germans  have  developed  an  iron  industry  which  is  now  a 
matter  of  concern  to  every  competing  countrs',  and  which  is  based, 
like  that  of  the  United  States,  on  a  sj'stem  of  extremeh"  cheap  trans- 
portation. While  there  is  a  large  and  increasing  production  of  iron 
ore  in  Luxembourg,  which  is  utilized  in  the  German  iron  industrj^,  and 
while  Germany  itself  produces  a  large  and  growing  annual  tonnage  of 
ore,  and  brings  still  other  large  amounts  from  Austria-Hungary,  it  is 
nevertheless  true  that  the  major  part  of  the  iron  ore  reduced  in  Ger- 
many comes  from  the  Scandina\nan  peninsula  and  from  Spain.  To 
the  canals  and  canalized  rivers  of  the  Empire  is  due  the  credit  for 
making  it  possible  thus  to  bring  foreign  ores  to  the  German  industrial 
regions.  Exceedingly  low  rates  are  made  and  the  tonnage  handled 
by  rivers  and  canals  is  tremendous. 

Thus  it  appears  that  in  both  the  United  States  and  Germany  the 
development  of  the  utmost  possibilities  of  cheap  inland  water  com- 
munication is  entitled  to  recognition  for  having  made  possible  the 
upbuilding  of  industries  which  a  generation  ago  seemed  economically 
impossible.  With  their  great  supplies  of  coal  and  ore  located  very 
close  together,  and  with  ocean  transportation  at  their  door,  British 
manufacturers  seemed  assured  of  a  domination  in  the  world's  iron 
trade  that  could  only  be  ended  by  exhaustion  of  their  supplies  of  coal 
or  iron.  A  verv^  different  situation  has  been  brought  about  largely 
because  of  the  utilization  of  internal  water  transportation  in  the 
United  States  and  Germany.  This  one  object  lesson  has  deeph^  im- 
pressed the  British  community,  and  in  no  small  measure  has  been 
responsible  for  the  present  agitation  of  the  waterways  question. 


WATERWAYS   AND   RAILWAY   TRAFFIC    IN   EUROPE  383 

WHY    WATERWAYS    MUST    BE    PROTECTED    FROM    UNBRIDLED    RAILWAY 

COMPETITION 

It  has  been  suggested  that  in  both  Great  Britain  and  the  United 
States  the  railroads  have  been  charged  with  more  than  their  real  part 
of  responsibility  for  preventing  development  of  internal  waterways, 
yet  the  fact  remains  that  it  is  m  those  countries  which  have  govern- 
ment ownership  of  railroads,  and  where  governmental  pohcy  has  pro- 
tected the  developing  waterway  systems  from  ruinous  competition 
with  the  railways,  that  the  waterways  have  been  developed  to  the 
greatest  extent  and  efficiency. 

The  fact  that  in  different  countries  it  has  repeatedly  been  found 
necessary  to  adopt  vigorous  measures  to  prevent  the  railroads  from 
destroying  the  business  of  internal  waterways  by  the  simple  process 
of  hauling  freight  more  cheaply  than  it  could  be  moved  by  water, 
must  be  met  by  the  advocates  of  waterway  development.  It  is  a 
fact  which  must  be  explained  away  in  any  effective  argument  in 
favor  of  water  transporation  as  against  railways.  The  truth  is  that 
in  German}",  in  France,  in  Belgium,  three  countries  whose  waterway 
systems  have  reached  highest  perfection,  as  well  as  in  Britain,  the 
railroads  have  proved  their  ability  to  take  the  tonnage  away  from 
water  routes  and  to  keep  it  away  from  them.  The  railroads  have 
done  this,  too,  in  the  face  of  the  fact  that  they  were  required  to  earn 
not  only  their  operating  expenses  but  heavy  charges  on  capital  debt, 
while  the  canals  were  operated  in  the  main  free  of  charge.  While 
freight  by  rail  must  pay  not  only  the  expense  of  running  the  train, 
but  also  the  charge  for  maintenance  of  roadway  and  interest  on  capi- 
tal invested,  practically  the  only  expense  attached  to  water  trans- 
portation has  been  that  for  mere  operation  of  boats  and  barges.  The 
water  highway  has  been  provided  at  Government  expense.  Com- 
merce moving  on  it  has  not  been  expected  to  remunerate  the  Govern- 
ment or  even  to  pay  interest  on  capital.  With  the  railroads  thus 
handicapped,  if  the  waterways  could  not  take  care  of  themselves  the 
burden  is  upon  waterway  advocates  to  prove  the  waterways'  eco- 
nomic right  to  survive. 

This  can  not  be  too  fully  understood  or  too  carefully  studied  by 
advocates  of  water  transportation.  In  any  analytical  consideration 
of  the  difHculties  of  internal  water  transport  the  experience  of  Euro- 
pean countries  is  certain  to  be  presented,  to  be  emphasized  in  many 
ways,  and  to  demand  satisfactory  explanation.  It  is  proposed  now 
to  suggest  some  reasons  why  the  inability  of  water  highways  to  com- 
pete against  the  unrestricted  competition  of  railways  is  not  necessarily 
a  demonstration  that  water  transportation  is -economically  wasteful 
compared  to  rail. 

The  case  for  water  transportation  can  not  be  stated  in  a  few  sen- 
tences. '  It  is  necessary  to  recall  something  of  transportation  history. 
It  has  already  been  pointed  out  that  there  was  a  considerable  develop- 
ment of  water  transportation  in  many  countries  before  the  railroad 
came.  The  canals  of  that  earlier  era  were  small,  and  while  they 
represented  a  vast  improvement  over  any  facilities  that  had  pre- 
viously existed,  nevertheless,  with  their  small  gauges,  their  shallow 
draft,  and  numerous  locks,  they  were  not  fitted  for  competition  with 
the  railroad.     Furthermore,  while  engineering  skill  has  made  it  pos-- 


384  REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

sible  to  carry  the  railroad  practically  everywhere — tunneling  moun- 
tains, spanning  great  rivers,  burrowing  under  arms  of  the  ocean, 
overcoming  every  obstacle — no  skill  and  no  expenditure  could  carry 
waterways  into  many  regions  which  railroads  could  enter.  Conse- 
quently, if  the  two  systems,  water  and  rail,  had  been  started  in  an 
even  competition,  water  would  have  been  placed  at  a  great  and  irre- 
movable disadvantage.  The  railroad  could  reach  every  market  and 
every  industrial  center;   not  so  the  water. 

Now  it  must  be  borne  in  mind  that  at  the  time,  three-fourths  of  a 
century  ago,  when  the  industrial  world  seemed  called  upon  to  deter- 
mine which  system  of  transportation  it  would  accept  and  develop, 
there  was  no  conception  of  the  tremendous  part  transportation  was 
to  play  in  the  future.  The  wildest  visionary  would  not  have  dared 
predict  that  by  the  dawning  of  the  twentieth  century  the  tonnage 
of  freight  would  be  even  a  small  fraction  of  the  immense  amount 
that  now  moves.  The  idea  that  Europe  and  North  America  would 
be  gridironed  with  hundreds  of  thousands  of  miles  of  railroads,  mov- 
ing billions  of  tons  of  goods,  would  have  been  scouted.  At  that  time 
it  was  assumed  that  commerce  made  transportation,  the  idea  that 
transportation  makes  commerce  was  of  later  development.  The  pos- 
sible development  of  both  the  consuming  and  producing  capacities 
of  great  populations  was  utterly  unsuspected.  Nobody  dreamed  that 
commerce  would  soon  demand  all  the  accommodations  that  both 
rail  and  water  could  provide.  It  seemed  a  mere  question  of  choosing 
between  two  systems  of  transportation,  and  naturally  the  one  which 
offered  the  widest  range  of  usefulness  was  taken  up. 

So  for  several  decades  waterwa3^s  were  neglected  and  energies 
devoted  to  railroads.  These  at  first  were  local  enterprises,  lines  were 
short,  and  there  was  little  thought  of  developing  great  systems. 
But  as  time  passed  and  commerce  expanded  wdth  the  growth  of 
facilities,  local  roads  were  joined  into  systems,  systems  were  federated 
into  groups,  and  presently  the  marvel  of  the  modern  railroad  fabric 
had  been  wrought.  Railroads  were  everywhere,  they  could  handle 
everything;  they  made  transportation  inconceivably  cheaper,  safer, 
and  more  expeditious  than  ever  before.  So  it  came  about  that  m  a 
short  time  railroads  had  reached  magnificent  efficiency  and  approxi- 
mate universality,  while  waterways  had  ceased  to  develop  and  had 
become  less  and  less  factors  in  transport.  Then  came  the  era  of 
attempted  waterway  rehabilitation. 

Conviction  that  wliile  railroads  had  wonderfully  cheapened  trans- 
portation, waterways  would  still  further  reduce  this  charge,  was 
partly  responsible  for  the  revival  of  interest  in  waterways.  Railways 
had  learned  the  art  of  suppressing  competition  among  themselves. 
Abuses  had  grown  up.  Because  of  these,  dissatisfaction  with  railroad 
conditions  developed  in  many  countries  about  the  same  time.  The 
epoch  of  "granger  legislation"  in  the  United  States  was  s}Tichronous 
with  a  period  of  very  similar  agitation  in  Germany.  In  the  latter 
country  the  agitation  resulted  in  nationalization  of  railroads.  In  the 
United  States  it  initiated  the  movement  for  government  control. 

Incident  to  this  granger  movement  in  Europe  was  the  recrudescence 
of  waterwaA^'s.  In  difi'erent  countries  about  the  same  time  effort  was 
made  to  improve  and  extend  the  waterway  system  so  that  it  should 
supplement  the  railroads  and  induce  reduction  of  their  rates. 


WATERWAYS   AND   RAILWAY   TRAFFIC    IN   EUROPE  385 

At  this  time  there  was  no  comprehension  of  the  fact  that  commerce 
tends  to  increase  in  something  like  the  proportion  that  faciUties  for 
transport  are  expanded.  Railroad  managers  beheved  that  if  water- 
ways were  developed  they  would  take  away  a  share  of  the  freight  and 
to  just  that  extent  the  railroads  would  suffer.  Nobody  was  yet  pre- 
pared to  believe  that  business  taken  from  the  railroads  would  be 
promptly  replaced  by  new  business,  and  that  tliis  growth,  keeping 
pace  with  extension  of  transportation  facilities  and  lowering  of  rates, 
would  go  on  indefinitely. 

Railroad  managers  had  no  s}Tnpathy  with  the  idea  that  larger 
transportation  facilities  were  demanded,  or  that  another  method 
would  supply  cheaper  transport  than  their  iron  highways.  Their 
political  influence  as  well  as  their  vastly  more  important  commercial 
influence  was  enlisted  in  antagonism.  They  believed  it  would  be 
better  to  spend  money  in  building  new  railroads  or  impro\ang  old 
ones  rather  than  in  waterways.  They  were  determined  to  prove  the 
correctness  of  this  opinion,  and  they  set  about  doing  so  by  inaugurat- 
ing a  cutthroat  competition  against  the  waterways  under  circum- 
stances in  which  the  latter  were  at  a  hopeless  disadvantage.  The 
nature  and  extent  of  tliis  disadvantage  must  now  be  explained. 

The  railroad  system  was  already  constructed  and  in  ousiness.  It 
enjoyed  a  practical  monopoly.  Everybody  was  compelled  to  patron- 
ize it.  Its  business  was  vast  and  varied.  No  statistician  could 
calculate  accurateh^  the  cost  of  handling  a  particular  class  of  business 
or  a  particular  consignment.  As  to  a  great  part  of  the  territory,  where 
waterways  could  not  enter,  the  railroad's  monopoly  was  unassailable. 
Likewise,  as  to  a  large  proportion  of  business  the  railroads  were 
assured  a  monopoly  because  of  quicker  and  surer  service.  The  highest 
classes  of  freight,  which  produced  the  greatest  revenue  in  proportion 
to  expense  of  moving,  were  conceded  to  the  railways.  The  water- 
ways were  limited  to  a  competition  for  the  lower  classes  of  freight, 
hauled  at  the  lowest  rates,  and  throughout  only  a  limited  region. 

Therefore,  when  the  minister  of  railways  of  a  government-owner- 
ship country,  or  the  traffic  manager  in  a  private-ownership  country,. 
set  out  to  prove  that  water  transportation  was  not  economical  in 
comparison  with  rail,  the}"  had  every  advantage.  They  made  such 
rates  as  they  saw  fit  to  prevent  traffic  goin^  to  the  waterways.  If 
they  lost  mone}'  on  hauling  one  class  of  freight  they  could  make  it 
up  on  another  class  for  which  the  waterways  could  not  compete.  If 
the  railways  of  the  north  of  France  found  that  their  coal  tonnage 
was  being  lost  to  the  canals,  they  could  reduce  their  rates  to  such  a 
point  that  the  canals  could  not  compete;  and  if  in  so  doing  they  lost 
money  on  coal  traffic  they  could  make  it  back  by  charging  higher 
rates  on  other  business  which  the  canals  could  not  touch;  or  they 
could  stand  a  net  loss  for  a  considerable  time  udthout  being  driven 
out  of  business. 

On  the  other  side  of  this  uneven  competitive  game  was  the  oper- 
ator of  the  canal  boat.  He  did  not  own  his  highwaj^.  His  invest- 
ment was  limited  to  liis  barges  and  mules.  He  was  assured  of  ab- 
solutely no  business  against  the  railroad's  competition.  He  had  no 
great  financial  backing,  as  the  railroad  had,  to  enable  liim  to  carry  on 
a  long  and  arduous  fight.  He  must  earn  a  living  profit  on  his  busi- 
ness to-day  in  order  to  do  more  business  to-morrow.     If  he  were 


386  EEPOET   OF   THE   INLAND   WATEKWAYS    COMMISSION 

forced  to  lose  money  to-day  and  to-morrow  he  would  be  out  of  busi- 
ness the  day  after  to-morrow.  Before  the  railroad  would  feel  a  strain 
which  it  was  able  to  distribute  throughout  a  complex  business  struc- 
ture every  part  of  which  helped  support  every  other  part,  the  barge- 
man would  be  bankrupted  and  driven  from  the  field. 

So  much  for  the  one  aspect  of  competition  between  the  railwaj^  and 
the  waterway.  Another  aspect  is  suggested  by  the  case  of  a  manu- 
facturer whose  plant  is  located  adjacent  to  both  water  and  rail  routes, 
and  who  wishes  to  divide  Ms  business  between  the  two.  He  can 
reach  part  of  his  markets  by  water.  He  can  reach  all  of  them  by 
rail.  He  may  be  able  to  make  a  contract  for  bringing  his  coal  and 
raw  materials  to  his  establishment  by  water  at  low  rates.  But  if 
the  railroad,  jealous  of  his  division  of  business,  is  permitted  to  re- 
taliate it  can  punish  the  manufacturer  so  effectively  that  he  will 
not  dare  make  the  division.  In  actual  experience  this  very  tiling 
happened  repeatedly  in  different  countries  at  times  when  the  rail- 
roads were  permitted  to  fight  the  canals. 

The  railroad  would  offer  as  good  a  rate  as  the  canal  had  made, 
whether  or  not  it  was  remunerative.  If  the  manufacturer  still  de- 
clined to  give  all  his  business  to  the  railroad,  the  traffic  manager 
could  then  say:  ''Very  well,  your  distributing  rates  will  be  so  high, 
and  your  supply  of  cars  so  inadequate,  that  you  will  hereafter  find 
difficulty  in  distributing  your  products  to  markets  w^hich  the  water- 
ways do  not  reach.  Your  competitor,  who  is  ^dser  and  realizes  the 
propriety  of  giving  his  entire  business  to  us,  will  be  able  promptly  to 
fill  orders  at  times  when  you  will  be  unable  to  get  service.  As  he 
gives  us  his  entire  business  we  shall  feel  under  obligations  to  give 
him  consideration  which  you  can  not  expect." 

Preferential  rates  constituted  at  times  the  most  effective  method 
of  bringing  recalcitrants  to  time.  In  France  railroad  managers  em- 
ployed these  various  expedients  with  great  effect,  fi'equently  granting 
much  lower  rates  to  one  customer  than  to  another  in  the  same  town, 
favoring  the  one  whose  business  was  given  entirely  to  the  railways.  The 
government  railway  administration  found  it  necessary  to  make  a 
regulation  that  if  the  rate  were  reduced  at  a  given  point  on  any  part 
of  the  business  it  must  be  reduced  on  all.  This  was  one  of  the 
effective  means  of  protecting  the  canals  in  their  fair  share  of  the 
business. 

In  many  cases  railwaj^s  are  now  forbidden  by  the  state  to  make 
as  low  rates  as  the  canals.  The  fact  that  in  Germany,  France,  and 
Belgium  this  intervention  is  necessary  in  order  to  protect  the  canals 
in  their  proportion  of  traffic,  is  always  emphasized  in  railroad  argu- 
ments. But  the  state's  policy,  where  states  own  and  operate  the 
railways,  is  primarily  to  facilitate  business,  rather  than  to  monopolize 
it.  Experience  has  taught  that  it  is  not  good  business  for  the  rail- 
ways to  be  allowed  to  monopolize  traffic  by  hauling  it  at  unremunera- 
tive  rates.  The  state  insists  upon  maintaining  both  transportatiim 
systems  in  effective  operation,  on  the  theory  that  in  the  long  run 
business  will  go  to  that  system  which  can  most  profitably  handle  it. 
The  public  is  accommodated  and  the  waste  of  competition  avoided. 
Such  competition  at  best  would  be  useless,  because  after  maldng  a 
low  rate  to  get  the  business  the  railroad  would  either  have  to  con- 
tinue doing  it  at  a  loss — which  would  be  a  waste  of  the  state's  prop- 
erty— or  else  it  would  have  to  raise  the  rate  again  and  leave  the  pub- 
lic worse  off  than  ever. 


WATERWAYS   AND   RAILWAY   TRAFFIC    IN    EUROPE  387 

In  short,  European  experience  is  that  competition  between  rail- 
ways and  waterways  is  useful,  desirable,  and  worthy  of  being  pro- 
tected by  the  state. 

COOPERATION    OF   THE    TWO    SYSTEMS 

The  history  of  the  later  era  of  waterway  development  on  the  Con- 
tinent seems  to  justify  tliis  conclusion.  The  enforcement  of  a  rate 
scheme,  which  practically  amounts  to  assigning  a  considerable  pro- 
portion of  traffic  to  the  waterways,  has  not  injured  the  railways. 
Instead  the  railways  report  year  by  year  increases  in  tonnage,  and 
the  business  community  is  better  served.  There  is  effective  and  eco- 
nomical cooperation  between  the  two  systems  instead  of  useless  and 
wasteful  competition.  The  fact  that  it  is  necessary  for  Govern- 
ment to  protect  the  waterways  does  not  prove  them  useless.  No 
minister  of  works  and  no  fuiance  minister  in  Europe  would  to-day 
dream  of  presenting  seriously  the  proposition  tliat  because  water- 
ways can  not  take  care  of  themselves  in  unrestrained  competition 
they  are  unworthy  of  development  and  protection.  The  statistics 
of  all  the  countries  where  rail  and  water  systems  have  developed 
side  by  side  tell  the  uniform  story  of  increasing  traffic,  decreasing 
rates,  and  greater  prosperity  for  the  railroads. 

American  railway  history  is  full  of  demonstration  that  a  short  rail- 
road, reaching  a  limited  number  of  markers,  and  deprived  of  advan- 
tageous connections,  can  not  survive  unrestrained  competition  with 
a  great  system  which  reaches  a  vastly  larger  number  of  markets. 
The  outcome  is  the  absorption  of  the  smaller  and  weaker  by  the 
greater  and  more  powerful.  This  is  one  process  by  which  great  sys- 
tems have  been  developed.  And  unrestrained  competition  between 
railways  and  waterways  presents  a  close  parallel.  Because  the  water- 
ways in  a  life  and  death  fight  can  not  hold  their  own  with  the  railwa3"s 
is  by  no  means  proof  that  the  waterways  do  not  deserve  to  survive. 

As  the  waterway  system,  fostered  and  protected  by  governmental 
policy,  improves  and  expands,  it  invariably  becomes  more  and  more 
capable  of  taking  care  of  itself.  The  German  waterway  system  of 
thirty  years  ago  would  have  been  driven  out  of  business  if  the  govern- 
ment would  have  permitted  it.  It  would  not  even  have  made  a  great 
fight.  But  the  German  waterway  system  of  to-day,  improved,  ex- 
panded, affording  facilities  for  handling  barges  of  from  300  to  2,000 
tons  between  a  great  share  of  the  Empire's  markets  and  throughout 
an  immense  area,  would  give  a  magnificent  account  of  itself  even  if 
compelled  to  meet  the  absolutely  unrestrained  competition  of  the  rail- 
roads. So  would  the  French  waterway  system.  The  railway  might 
win,  but  the  traffic  manager  who  conducted  the  struggle  would  bank- 
rupt his  system,  paralyze  industry,  and  w^in  for  himself  the  reputa- 
tion of  a  commercial  brigand. 

In  making  any  application  of  European  experience  to  present  con- 
ditions in  the  United  States,  it  may  fairly  be  said  that  if  waterways 
are  to  become  an  important  factor  in  the  United  States  transporta- 
tion scheme,  it  would  be  vastly  better  to  guarantee  them  protection 
against  the  railroads  than  to  invest  millions  in  a  perfect  system  of 
water  highways  and  leave  this  system  unprotected  against  the  assaults 
of  unrestricted  railroad  competition. 


388  EEPOET    OF    THE    INLAND    WATERWAYS    COMMISSION 

IF   THE    OHIO    HAD    BEEN    A    GERMAN    RIVER 

Opponents  of  the  economic  policy  of  waterM'ay  development, 
believing  water  can  not  ultimately  compete  with  railroads,  frequently 
point  to  the  decadence  of  traffic  along  the  Ohio  River  in  the  face  of 
the  fact  that  much  money  has  been  spent  improving  that  stream. 
The  facts  support  the  contention  that  the  great  Ohio  seems  to  have 
been  unable  to  compete  satisfactorily  against  the- railroads.  But  in 
no  great  European  country,  where  state  control  of  such  matters  is 
more  firm  than  here,  would  competition  have  been  allowed  to  ruin 
the  traffic  on  a  great  artery  like  the  Ohio.  The  State  would  main- 
tain that  instead  of  building  railroads  to  handle  traffic  which  could 
as  well  be  moved  by  river,  it  would  better  leave  this  traffic  to  the  river 
and  spend  its  money  building  railroads  in  regions  where  it  was  impos- 
sible to  furnish  any  but  rail  transportation.  German  or  French  policy 
would  never  have  permitted  the  Ohio,  the  Mississippi,  the  Missouri, 
to  fall  into  commercial  decadence.  If  these  had  been  German  posses- 
sions, for  instance,  they  would  long  ago  have  developed  almost  un- 
limited carrying  possibilities,  and  to-day  would  be  doing  for  this 
country  what  the  Elbe,  the  Oder,  the  Weser,  the  Rhine,  and  others 
are  doing  for  Gerinam^.  They  would  be  preventing  car  famines  and 
insuring  against  the  paralysis  of  trade  which  follows  when  transporta- 
tion facilities  become  inadequate. 

European  students  of  ^transportation  wonder  that  the  United 
States  should  have  permitted  so  one-sided  a  development  of  its  trans- 
portation system.  They  point  out  that  with  perhaps  the  exception 
of  China,  no  other  country  has  such  a  magnificent  river  sj^stem  as  the 
United  States,  or  so  great  possibilities  of  its  effective  utilization. 
Nowhere  else  is  there  so  large  a  proportion  of  freight  which  can  be 
moved  most  advantageously  by  water.  In  another  place  it  has  been 
suggested  that  if  the  German  Empire  controlled  the  world's  supply 
of  a  great  staple,  as  the  United  States  controls  cotton,  German  econo- 
mic policy  would  busy  itself  to  bring  about  the  manufacture  of  a 
vastly  larger  proportion  of  that  raw  material  in  Germany.  And, 
similarly,  if  Germany,  France,  or  Austria  possessed  such  a  river  sys- 
tem as  that  of  the  United  States,  with  possibilities  of  being  joined  to 
a  lake  system  such  as  ours,  these  would  long  ago  have  been  made  the 
basis  of  a  vast  and  busy  transportation  system. 

One  consideration  which  has  been  kept  in  mind  in  European  develop- 
ment of  water  transportation  is  that  when  a  great  water  route  is  once 
opened  its  capacity  for  freight  movement  is  almost  unlimited.  The 
possibility  of  traffic  movement  on  a  single-line  railroad  is  definitely 
limited.  When  that  capacity  is  reached  the  road  must  be  double- 
tracked.  On  the  other  hand  a  great  waterwaj^  can  move  increasing 
amounts  of  freight  to  an  almost  indefhiitc  degree  with  mereh^  the  pro- 
vision of  additional  boats  and  barges.  So  the  policy  of  Germany  and 
France  m  recent  years  has  been  to  make  important  internal  waterways 
as  large  as  practicable.  Originally  small  canals  were  supposed  to  be 
ample  for  all  the  traffic  likely  to  be  offered  them;  but  with  the  develop- 
ment of  commerce  and  industry  they  proved  too  small.  They  have 
been  rebuilt,  shortened,  channels  deepened  and  widened,  the  number 
of  locks  reduced,  and  their  capacity  increased.  The  scheme  of  con- 
struction looked  to  the  future.     If  these  great  investments  in  water- 


WATERWAYS   AND   RAILWAY   TRAFFIC   IN    EUROPE  389 

ways  had  not  been  made  it  would  now  be  necessary  either  to  make 
much  greater  investments  in  railroads  or  else  to  suffer  industrial  stagna- 
tion. As  it  is  the  great  water  routes  can  carry  an  indefinite  increase  of 
traffic  with  no  further  investment  than  the  provision  of  more  boats. 

In  continental  countries  the  internal  waterwa5^s  system  is  based 
almost  entirely  on  the  rivers.  There  are  no  lakes  of  consequence. 
Canals  are  used  to  connect  the  rivers,  but  not  generally  to  provide  in- 
dependent routes.  The  rivers  of  the  north  of  Germany  are  being 
linked  up  in  this  fashion  by  canals,  and  this  northern  system  is  con- 
nected with  both  the  Russian  and  the  south  German  systems. 

The  Rhine,  of  course,  is  of  the  first  importance  among  German 
waterways,  and  great  sums  have  been  expended  upon  it.  In  the  im- 
provement of  the  rivers,  various  methods  have  been  adopted,  accord- 
ing to  the  requirements.  Conservation  of  the  water  supply,  the  nar- 
rowing and  aeepening  of  channels,  reclamation  of  large  areas  of  bot- 
tom lands  by  the  construction  of  works  to  prevent  floods,  provision  of 
locks  to  overcome  strong  currents,  and  various  other  improvements 
have  been  carried  out. 

THE  BELGIAN  WATERWAYS  SYSTEM 

Probably  the  perfection  of  inland  waterway  communication  has  been 
as  nearly  attamed  in  Belgium  as  m  any  other  continental  country.  Al- 
though it  has  an  area  of  less  than  12,000  square  miles,  Belgium  is 
very  wealthy,  and  in  proportion  to  size  one  of  the  most  important  in- 
dustrial countries  in  the  world.  Its  railroad  system  is  state  owned 
and  its  canal  system  has  been  developed  under  the  supervision  and 
direction  of  the  state,  though  the  state's  contribution  of  capital  has 
been  supplemented  by  local  government  divisions.  In  this  little  coun- 
try there  are  about  3,000  miles  of  ordinary  railway  and  nearly  2,000 
miles  of  what  are  called  light  railways.  It  will  be  seen  that  railway 
facilities  have  been  in  nowise  neglected,  for  there  is  about  a  mile  of 
railroad  to  everj  2^  square  miles  of  area.  The  railroad  system  is  sup- 
plemented and  complemented  by  a  scheme  of  waterways,  which  now 
aggregates  about  1,500  miles,  and  which  will  be  extended  considerably 
by  projects  under  construction  or  consideration.  The  state  and  local 
authorities  cooperate  in  financing  the  waterways.  The  waterways 
themselves  are  mainly  provided  by  the  state,  while  the  terminal  facil- 
ities, harbors,  docks,  wharves,  etc.,  are  largely  provided  by  local  au- 
thorities. Thus  there  is  effective  cooperation  and  division  of  the  ex- 
pense on  a  basis  which  experience  seems  to  have  shown,  not  only  in 
Belgium  but  in  other  countries,  to  be  the  best.  Of  railroads,  light  rail- 
roads and  waterways,  there  is  rather  more  than  1  mile  of  transpor- 
tation to  each  2  square  miles  of  area.  What  are  called  in  Europe  light 
railroads  are  generally  of  narrower  gauo;e  and  lighter  construction  than 
the  standard  roads,  accommodating  lighter  rolling  stock;  and  while 
they  handle  both  freight  and  passengers,  they  do  not  undertake  to 
move  the  heavier  classes  of  freight  to  the  extent  that  standard  rail- 
roads do.  In  continental  countries  they  are  used  extensively  as  feed- 
ers to  both  the  canals  and  the  standard  railroads,  gathering  up  freight 
and  bringing  it  to  stations  on  either  railroad  or  canal.  In  a  general 
way  they  correspond  to  the  interurban  trolley  systems  of  the  United 
States. 


390  eepoet  of  the  inland  waterways  commission 

Belgium's  important  rivers 

Although  a  small  country,  Belgium  is  remarkably  fortunate  in  its 
number  of  great  navigable  rivers,  the  Scheldt,  the  Lys,  the  Meuse, 
and  the  Sambre  being  the  most  important.  These  not  only  serve  as 
highways  for  a  tremendous  tonnage  of  Belgian  freight,  but  they  con- 
nect Belgium  with  Holland,  France,  and  Germany.  These  great 
streams  have  been  improved  by  the  expenditure  of  large  sums,  and 
connected  by  a  great  network  of  canals. 

The  center  of  the  whole  transportation  and  commercial  system  of 
Belgium  is  the  city  of  Antwerp.  Yet  while  Antwerp  has  been  espe- 
cially favored  in  connection  with  transportation,  it  is  somewhat 
remarkable  that  so  much  attention  has  been  paid  to  the  needs  and 
requirements  of  smaller  cities  and  the  rural  districts.  Much  effort  has 
been  given  to  securing  uniformity  of  industrial  development  through- 
out the  little  country.  In  regions  where  transportation  by  canal  and 
by  river  has  been  practicable  it  has  been  provided.  In  other  sections 
the  aim  has  been  to  give  corresponding  facilities  by  expansion  of  the 
railroad  system.  Belgium  being  a  small  country  it  has  been  deemed 
especially  desirable  that  its  industrial  system  should  be  kept  in  close 
touch  with  surrounding  countries,  and  in  many  ways  this  has  been 
productive  of  benefit. 

The  Canal  du  Centre. — As  long  ago  as  1877  it  was  recognized  that 
one  great  canal  was  needed  to  perfect  the  scheme  of  connecting  the 
various  coal  fields  of  the  country,  and  also  to  unite  the  eastern  and 
western  divisions  of  the  already  highly-developed  national  canal  sys- 
tem. These  two  grand  divisions  were  cut  off  from  close  communica- 
tion with  each  other,  resulting  in  much  expense  and  inconvenience  in 
moving  traffic.  Accordingly,  the  central  canal,  or  "Canal  du  Centre," 
was  begun  in  1882,  and  when  completed  will  have  cost  probably  more 
than  $5,000,000.  There  have  been  disappointments  as  to  the  tinip 
of  its  completion,  because  great  physical  difficulties  had  to  be  over- 
come owing  to  the  topography  of  the  country,  which  necessitated 
building  large  and  expensive  locks.  The  entire  length  of  the  canal  is 
likely  not  to  be  ready  for  business  before  1909. 

Between  the  highest  and  lowest  level  of  this  waterway,  whose  total 
length  is  only  13  miles,  there  is  a  difference  of  290  feet.  "  The  problem 
of  securing  water  for  the  upper  level  for  a  long  time  discouraged  efforts 
to  construct  the  canal,  but  modern  engineering  skill  has  satisfactorily 
solved  this.  Hardl}^  a  less  difficulty  was  encountered  as  a  result  of  the 
working  out  of  great  deposits  of  coal  along  the  route,  which  had  under- 
mined large  areas  and  made  it  difficult  to  secure  a  safe  foundation. 

The  surface  width  of  the  canal  is  34  feet,  which  is  considerably 
increased  at  curves  in  order  to  assure  safety.  Boats  of  7  feet  9  inches 
draft  will  be  accommodated.  There  will  be  6  great  locks,  each  132^ 
feet  long,  and  in  addition  4  hydraulic  lifts.  The  canal  is  assured  of 
an  immense  and  profitable  tonnage  from  the  time  it  is  opened,  because 
it  will  provide  direct  communication  between  different  coal  fields. 
There  is  much  variation  among  the  grades  of  coal  produced  in  different 
parts  of  Belgium.  One  grade  is  adapted  to  certain  industries  which 
another  would  not  serve,  while  another  quality  serves  another  set  of 
purposes.  Tlie  transportation  of  coal,  therefore,  to  meet  the  needs 
of  var^nng  industries  has  been  expensive,  and  the  new  canal  is 
expected  to  solve  this  problem.  Wliile  being  assured  a  ^reat  traffic, 
it  will  largely  decrease  the  fuel  cost  at  important  industnal  points. 


WATERWAYS   AND   RAILWAY    TRAFFIC    IN    EUROPE  391 

EASTERN    DIVISION    OF    WATERWAY    SYSTEM 

It  has  been  said  that  this  Canal  du  Centre  is  to  connect  the  east- 
ern and  western  divisions  of  the  Belgian  national  waterways  system. 
The  eastern  division  is  considerabl}^  the  smaller  and  in  a  general 
way  is  bounded  on  the  west  by  the  canals  which  pass  through 
Brussels  nmning  north  and  south.  One  is  known  as  the  Charleroi- 
Brussels  Canal  and  the  other  as  the  Brussels-Rupel.  These  two  canals, 
together  with  the  Rupel  and  lower  reaches  of  the  Scheldt  River,  the 
Canal  de  Junction  de  la  Meuse  a  I'Escaut,  the  Maastricht-Bois-le-Duc, 
and  the  Maastricht-Liege  canals,  with  the  Meuse  and  Sambre  rivers, 
make  up  a  circuit  which  comiects  the  industrial  centers  of  Brussels, 
Charleroi,  Namur,  Liege  Maastricht  (Holland)  and  Antwerp.  Com- 
munication is  secured  between  the  Charleroi  coal  fields,  the  zinc  and 
lead  deposits  of  Liege  and  Namur,  and  the  stone  deposits  about  Lieoje 
and  in  the  regions  between  the  Meuse  and  Sambre  rivers.  This  circuit 
outlines  the  eastern  industrial  district.  There  are  minor  canals  sub- 
sidiary to  these  main  ones. 

Connected  with  the  canals  of  this  circuit,  and  running  outward 
from  it,  are  the  Turnhout- Antwerp  Canal;  the  River  Ourthe,  which 
accommodates  navigation  into  a  region  of  extensive  quarries;  and 
the  River  Meuse,  joining  Belgium  to  the  northeastern  part  of  France, 
and  employed  for  transportation  of  coal  to  France,  of  timber  from 
France  to  Belgium,  of  marble  from  the  French  quarries  to  Belgium, 
antl  of  all  sorts  of  miscellaneous  trafhc.  Finally,  the  Sambre  River 
intersects  this  canal  circuit  and  connects  it,  by  way  of  an  important 
coal  region,  with  Paris. 

THE    WESTERN    DIVISION 

The  western  and  larger  division  of  the  Belgian  system  is  a  net- 
work of  canals  and  improved  rivers,  bringing  the  coal  fields  of  Mons, 
northern  France,  into  easy  communication  with  the  industrial  and 
agricultural  regions  of  Hainault  and  Flanders.  A  glance  at  any  map 
of  this  region,  on  which  the  Canal  du  Centre  is  indicated  by  dotted 
lines,  will  show  how  necessary  was  the  construction  of  this  last-named 
work  as  a  means  of  connecting  the  two  Belgian  divisions. 

Antwerp  being  the  great  port  and  commercial  center  of  Belgium, 
as  well  as  the  third  port  of  the  world  in  tonnage  handled,  receives 
the  greater  part  of  the  country's  supply  of  raw  materials  and  goods 
fi'om  abroad.  From  Antwerp  these  are  distributed  by  rail  and  water- 
ways to  the  industrial  districts,  whence  they  are  returned  in  the  form 
of  manufactured  products.  There  is  practically  no  district  in  Bel- 
gium which,  by  reason  of  remoteness  from  markets,  or  expensive 
transportation  is  unavailable  for  industrial  development.  Belgium 
has  most  intelligently,  persistently  and  effectively  striven  to  get 
cheap  transportation,  and  to  promote  industry  and  commerce. 
Writino;  of  the  workings  of  the  Belgium  waterways'  system  Consul- 
Generai  Hertslet,  representing  Great  Britain  at  Antwerp,  in  a  report 
that  has  been  accepted  as  one  of  the  best  discussions  of  the  subject, 
says,  in  part: 

This  gi-adual  but  steady  growth  of  a  uniform  canal  system,  intended  for  and  serving 
as  an  auxiliary  to  the  railways — which  are  also  for  the  most  part  under  State  control — 
has  rendered  transport  as  cheap  as  possible,  and  by  this  means  the  Belgian  manu- 
facturer has  been  enabled  to  compete  on  most  advantageous  terms  with  his  fore^n 
rivals. 


392  REPORT   OF    THE   INLAND   WATERWAYS    COMMISSION" 

The  single  control  of  the  railway  and  canal  systems,  as  above  mentioned,  might  at 
first  sight  appear  to  act  to  the  detriment  of  commerce.  With  regard  to  the  waterways, 
however,  this  control  does  not  extend  beyond  the  administration  and  the  levying  of 
tolls  necessary  for  then  improvement  and  maintenance.  The  barges  are  privately 
owned,  and  a  competition  therefore  exists  between  the  State  railways  and  the  barge 
proprietors  for  the  carriage  of  goods.  This  competition  is,  however,  limited  to  those 
classes  of  goods  which  admit  of  slow  delivery,  and  the  State,  which  has  fixed  railway 
freights  at  the  lowest  remunerative  rates,  exercises  in  a  measure  control  over  the  canal 
freights,  in  that  it  assesses  the  tolls  to  be  paid  for  the  use  of  the  canals.  In  the  exer- 
cise of  this  power,  however,  industrial  and  commercial  interests  are  kept  in  view,  and 
are  in  fact  preferred  to  those  of  the  State  as  a  railway  owner,  for  the  tolls  levied  are 
very  small,  and  the  restriction  thereby  placed  on  canal  traffic  is  insignificant.  The 
fees  paid  by  a  barge  measuring  100  tons,  over  a  distance  of  25  miles,  amount  on  the 
average  to  i6s..  or  to  less  than  8d.  per  mile  per  100  tons.  In  certain  cases,  such  as  in 
that  of  empty  barges,  or  in  that  of  barges  loaded  with  manure  for  use  in  Belgium, 
exemption  is  granted  from  the  pajonent  of  fees. 

It  has  been  urged  since  1885,  and  is  still  being  urged  by  the  Antwerp  Chamber  of 
Commerce,  that  all  the  waterways  should  be  toll  free,  but  the  Government  considers 
that  the  interests  of  the  nation  would  be  best  served  by  the  policy  of  general  and  uni- 
form improvement  which  it  is  pursuing.  Moreover,  it  is  feared  that  the  total  abolition 
of  fees  might  divert  such  a  quantity  of  traffic  from  the  railways  to  the  canals,  as  to 
cause  the  former  to  be  worked  at  a  loss.  It  therefore  appears  that  the  Belgian  Gov- 
ernment, although  it  has  not  as  yet  seen  its  way  to  making  the  canals  toll  free,  has 
recognized  the  fact  that  a  policy  of  low  freights  and  tolls  places  the  local  producer  at 
an  advantage  in  the  competition  for  the  world's  markets;  in  fact  its  general  policy 
seems  to  be  governed  by  the  consideration  of  what  are  the  best  means  at  its  disposal 
for  the  encouragement  of  trade  and  commerce,  for  immense  sums  of  money  have  been 
gi'anted  for  the  improvement  of  the  ports,  and  of  their  necessary  adjuncts,  the  rail- 
ways and  canals.  During  the  last  twenty-five  years  no  less  a  sum  than  £16,000,000 
has  been  spent  on  the  ports  and  canals  alone. 

The  result  of  this  policy  is  that  goods  can  be  sent,  in  many  instances  in  barges  of  300 
tons  carrying  capacity  direct  from  the  factory  to  the  seaport  without  transshipment. 
The  producer,  thus  saved  the  expense  incuiTed  by  such  transshipments,  finds  himself 
in  the  position  of  being  able  to  make  a  profit  greater  by  this  amount,  or  to  underbid 
those  of  his  foreign  rivals  who  may  not  enjoy  such  peculiar  advantages.  This  remark 
applies  in  a  double  sense,  for  a  gain  is  made  on  the  transport  of  the  raw  material  as  well 
as  on  that  of  the  finished  article. 

Another  reason  for  the  low  freights  in  Belgium,  both  railway  and  canal,  is  the  severe 
competition  for  the  transit  trade,  which  has  to  be  faced  with  the  transport  systems 
converging  on  Ha\Te,  Dunkirk,  Rotterdam,  and  even  the  more  distant  port  of  Ham- 
burg. 

In  order  to  form  a  clear  idea  of  the  great  utility  of  the  canal  system  of  Belgium,  it  is 
from  its  heart,  from  the  great  port  of  Antwerp  as  a  center,  that  the  survey  must  be 
taken.  Charleroi  may  be  more  centrally  situated, but  Antwerp's  position  by  reason 
of  the  indissoluble  connection  of  maritime  and  interior  navigation  in  Belgium,  ren- 
ders it  of  far  greater  importance  as  a  canal  center.  Antwerp  holds  a  leading  position 
among  the  great  ports  of  the  world,  and  this  is  due,  not  only  to  her  splendid  geograph- 
ical situation  at  the  center  of  the  ocean  highways  of  commerce,  but  also,  and  perhaps 
more  particularly,  to  her  practically  unique  position  as  a  distributing  center  for  a  large 
portion  of  North-Western  Europe.  For  the  distribution  and  collection  of  merchan- 
dise, the  network  of  railways  and  canals  which  converge  on  Antwerp  offers  transport 
facilities  of  which  the  world  of  commerce  has  not  been  slow  to  avail  itself. 

The  proof  of  this  lies  in  the  steady  growth  of  the  volume  of  barge  traffic.  In  1902  the 
number  of  barges  arriving  at  the  port  of  Antwerp  amounted  to  31,850,  with  a  tonnage 
measurement  of  5,705,731  tons,  and  of  these,  25,886,  measuring  3,710,813  tons  were 
engaged  in  purely  Belgian  traffic,  while  5,964,  measuring  1,994,918  tons  were  engaged 
in  the  transport  of  merchandise  from  Holland,  Germany  and  France.  The  clearing 
returns  were  even  larger,  the  total  number  of  barges  leaving  Antwerp  amounting  to 
33,250,  measuring  5,939,674  tons.  Of  this  number,  26,435  barges,  measxu-ing  3,668,585 
tons,  came  from  industrial  centers  in  Belgium,  and  6,815,  measuring  2,253,089  tons, 
from  various  places  in  Holland,  Germany  and  France.  An  examination  of  the  cor- 
responding statistics  for  1882  shows  that  the  volume  of  barge  traffic  at  the  port  of 
Antwerp  has  during  the  last  twenty  years  increased  by  some  17  per  cent  as  regards 
the  number  of  boats  engaged.  In  tonnage  the  increase  is  far  more  remarkable,  the 
figures  for  1902  showing  an  advance  of  about  270  per  cent  as  compared  with  those  for 
1882.  This  dual  increase  furnishes  additional  proof  of  the  forward  canal  policy  of 
the  Belgian  Government,  and  of  the  advantages  thereby  accruing.     First,  as  regards 


WATERWAYS    AND    RAILWAY    TRAFFIC    IN    EUROPE  393 

the  policy,  the  increase  in  the  tonnage  measurement  shows  that  the  canals  and  the 
rivers  have  been  so  improved  as  to  admit  of  their  navigation  by  barges  of  greater 
draft  and  tonnage.  Secondly,  as  regards  the  advantages  of  the  policy  a  compari- 
son of  the  freights  for  1888  and  1903  proves  that  the  barge  owners,  by  reason  of  their 
being  enabled  to  use  one  large  barge  in  the  place  of  two  or  more  smaller  ones,  as  for- 
merly, have  effected  considerable  economy  thereby  in  the  matter  of  haulage,  wages, 
and  other  details,  and  have  therefore  been  enabled  to  transport  at  lower  rates. 
Another  fact  of  interest  is  the  steady  increase  of  steam  navigation. 

IMMENSE    GROWTH    OF    WATER   TONNAGE 

The  total  tonnage  received  and  cleared  by  barges  at  the  port  of 
Antwerp  in  1882  was  about  4,230,000  tons,  which  had  increased  by 
1900  to  nearly  10,300,000;  by  1902,  to  nearly  12,000,000  tons,  and  is 
now  probably  16,000,000  tons.  In  1882  the  tonnage  received  at 
Antwerp  from  Germany,  by  way  of  the  inland  waterways,  was  less 
than  200,000  tons,  which  at  the  present  time  has  been  multipHed  by 
ten.  In  the  same  period  the  tonnage  sent  from  Antwerp  to  German 
destinations  by  the  inland  waterways  has  increased  in  about  the  same 
proportion.  The  tonnage  received  from  and  sent  to  Holland  has 
increased  likewise. 

The  increase  in  the  size  and  system  of  the  waterways  has  made 
possible  a  very  large  increase  in  the  average  tonnage  of  barges.  In  a 
period  of  twenty  years  the  number  of  barges  engaged  in  the  foreign 
trade  increased  from  5,248  mth  an  aggregate  tonnage  of  908,000,  to 
12,779  with  an  aggregate  tonnage  of  4,248,000.  Concerning  this 
foreign  trade,  Mr.  Hertslet  writes: 

A  very  interesting  feature  of  this  foreign  trade  is  the  traffic  done  by  means  of  the 
Rhine  barges,  which  carry  goods  without  transshipment  all  the  year  round — except 
when  prevented  by  ice — between  Antwerp,  Cologne,  Mannheim,  and  when  the  state 
of  the  Rhine  permits,  which  in  a  normal  year  is  from  April  to  October,  Strasburg. 
The  merchandise  thus  carried  consists  for  the  most  part  of  such  goods  as  grain,  oil 
seeds,  mineral  oils,  phosphates  and  nitrates  of  soda,  cotton  and  wool,  timber,  agricul- 
tural machinery  (American),  spinning  and  weaving  machinery  (British),  bones, 
artificial  manures,  and  coal. 

This  cheap  and  regular  means  of  transport  confers  on  Belgium,  through  the  port  of 
Antwerp,  and  on  the  great  Rhenish  industrial  centers,  a  boon  which  it  would  be 
difficult  to  overestimate. 

The  barges,  long  lines  of  which  leave  Antwerp  almost  daily,  towed  by  tugs  of  some 
hundred  horsepower,  have  each  on  the  average  a  length  of  250  feet,  with  a  beam  of 
from  32  to  36  feet,  and  a  draft,  when  loaded,  of  from  7  to  8  feet.  Their  carrying  capac- 
ity is  on  the  average  1,500  tons,  and  they  perform  the  service  to  Cologne  (256^  miles) 
in  about  five  days,  to  Mannheim  (418|  miles)  in  seven  to  eight  days,  and  to  Strasburg 
(500|  miles)  in  from  twelve  to  fifteen  days.  There  are  also  express  goods  steamers, 
with  a  carrying  capacity  of  500  or  600  tons.  These  latter  have  their  regular  days  of 
departure,  while  the  number  and  frequency  of  the  barges  depend  on  the  requirements 
of  the  traffic. 

The  following  table  will  afford  an  idea  of  the  freights  by  water  and  rail  from  Ant- 
werp to  the  undermentioned  Rhenish  centers: 

[Per  ton  of  coal] 


From  Antwerp  to — 


By  canal  (in  50-    \^\^l^^ 
ton  loads).  j^^^g^_ 


Cologne 

Mannheim . 
Strasburg. 


10.  48  to  $0. 60 
.70  to  1.40 
1.20  to    1.65 


$1.50 
2.85 
2.60 


Note.— The  canal  rates  vary  according  to  the  state  of  the  Rhine.  The  route  taken  by  these  barges 
starting  from  Antwerp  is  down  the  Maritime  Scheldt  as  far  as  Hausweert,  and  thence  through  the 
Sudbevelands  Canal,  SJ  miles,  to  the  exit  at  Wemeldingen;  thence  down  the  East  Scheldt,  and,  turn- 
ing to  the  rtght,  up  the  Mastgat,  along  the  Hollandsche  Diep  to  Dordrecht  and  Gorinchem,  from  which 
point  their  course  is  along  the  AVaal  to  the  Rhine. 

31678— S.  Doe.  325,  60-1 26 


394  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

Lighters  also  run  to  Muhlhausen,  via  the  Bruche  Canal,  but  the  goods  have  to  be 
transshipped  at  Strasburg,  as  the  canal  does  not  permit  of  the  passage  of  the  Rhine 
barges.  This  same  remark  applies  to  the  communication  with  Heilbronn  on  the 
Neckar,  transshipment  taking  place  at  Mannheim.  Works,  however,  are  in  progress 
for  the  better  navigation  of  the  Neckar,  which,  when  completed,  may  obviate  the 
necessity  of  transshipment. 

Another  route  for  the  direct  transmission  of  goods  by  water,  between  Antwerp  and 
Strasburg,  is  via  the  Belgian  and  French  canal  systems,  but  at  present  this  can  only 
be  utilized  by  barges  with  a  carrying  capacity  of  some  250  tons,  owing  to  the  small 
depth  of  water  in  the  German  section  of  the  Marne- Rhine  Canal. 

Transport  by  this  route  occupies  a  much  longer  time  than  via  the  Rhine,  although 
the  actual  distance  is  no  greater,  eight  weeks  being  needed  for  goods  to  arrive  at  Stras- 
burg, as  against  fifteen  days  via  the  Rhine.  This  is  due  to  the  very  numerous  locks, 
the  delays  caused  by  the  very  crowded  state  of  these  canals,  and  the  prohibition  of 
navigation  by  night,  which  is  permitted  on  the  Rhine.  Freight  charges  are  about  50 
per  cent  higher  by  this  line.  The  reasons  why  this  tedious  route  is  made  use  of  for 
direct  transport  are,  because  the  state  of  the  Rhine  does  not  always  permit  of  its  navi- 
gation, and  because  a  certain  class  of  goods,  such  as  grain,  bought  in  Antwerp  when 
cheap,  but  not  required  for  use  for  some  time,  can  be  forwarded  in  this  way,  and  so 
escape  the  expense  of  warehousing,  which  would  be  involved  if  sent  by  the  Rhine 
and  therefore  delivered  at  its  destination  before  being  required  by  the  purchaser.  In 
the  autumn  of  each  year  a  large  grain  fleet  arrives  at  Antwerp  from  the  Black  Sea.  Of 
that  portion  of  the  cargoes  which  is  destined  for  Strasburg  and  the  neighboring  centers, 
some  is  transshipped  into  Rhine  barges  for  quick  delivery,  and  some  into  smaller  barges 
for  transport  over  the  Belgian  and  French  canal  systems.  By  this  means  grain  pur- 
chased at  Antwerp  when  abundant,  is  delivered  by  the  two  routes  at  the  required  time. 

Average  freights  to  Strasburg 


Route. 


Per  ton 
of  grain 

(full 
loads). 


s.    d. 

Rhine i  6     6 

France i  9     6 

The  route  followed  by  the  through  barges  from  Antwei-p  to  Strasburg,  via  France, 
is  that  offered  by  the  Canal  de  Jonction  de  la  Meuse  a  I'Escaut,  the  Maastricht-Bois- 
le-Duc  and  Maastricht-Liege  Canals,  the  River  Meuse,  the  Canal  de  I'Est,  and  the 
Mame-Rhine  Canal.  The  average  tonnage  of  the  barges  on  the  Belgian  portion  of 
this  route  is  350  tons,  but  for  direct  transport  to  Strasburg,  for  the  reason  previously 
mentioned,  only  250-ton  barges  can  be  utilized. 

RECENT  IMPROVEMENT  OF  WATER  HIGHWAYS 

Some  of  the  most  important  canals  in  Belgium  have  recently  been 
greatly  widened  and  deepened,  or  are  now  in  process  of  this  improve- 
ment. Thus  canals  which  formerly  permitted  a  draft  of  not  over 
6  feet  10  inches  are  being  increased  to  8  feet  and  are  being  widened 
from  32|  to  76^  feet.  These  changes  will  permit  the  use  of  1,000-ton 
barges  as  against  350-ton  ones.  The  Belgian  Government  has  in 
recent  years  been  spending  immense  sums  on  improvements  pro- 
jected to  make  the  waterways  just  as  large  as  possible,  consistent 
with  keeping  the  system  as  nearly  uniform  as  may  be.  It  must  be 
understood,  in  this  connection,  that  the  development  of  a  system  of 
canals  is  sharply  limited  by  the  fact  that  transshipment  of  goods  is 
extremely  expensive.  It  is  generally  cheaper  to  haul  goods  100 
miles  in  300-ton  barges  than  to  haul  them  50  miles  in  1,500-ton 
barges  and  then  transship  for  the  other  half  of  the  journey  to  barges 
of  300  tons.  Just  as  the  strength  of  a  chain  is  determined  by  its 
weakest  link,  so  is  the  capacity  oi  a  canal  determined  by  its  narrowest 


WATERWAYS   AND   RAILWAY   TRAFFIC   IN"   EUROPE  395 

and  shallowest  point.  Bearing  all  these  aspects  in  mind,  the  Belgian 
system  probably  is  the  most  scientificall}^  organized  in  Europe.  The 
Germans,  however,  in  the  last  fifteen  years  have  been  working  on  a 
well-considered  scheme  designed  to  introduce  the  same  systematic 
organization  into  their  waterways  system. 

There  are  no  less  than  7  waterway  routes  which  transport  traffic 
between  Belgium  and  France.  The  most  important  of  these  is  navi- 
gable for  barges  of  350  tons,  and  is  made  up  of  a  series  of  canals  and 
sections  of  canalized  rivers.  Another  direct  route  between  Antwerp 
and  Paris  until  recently  was  adapted  only  to  barges  of  a  70-ton 
maximum  burden,  but  recent  improvements  of  the  canal  between 
Brussels  and  Charleroi  look  to  a  great  increase  in  the  size  of  barges 
by  this  route.  It  is  certainly  significant  that  at  a  time  when  there 
were  7  water  routes  available  between  Antwerp  and  Paris  the  Belgian 
Government  deemed  it  worth  while  to  spend  over  $10,000,000  in  thus 
increasing  the  capacity  of  a  single  one  of  them.  On  one  of  these 
routes  some  experiments  were  made  a  number  of  years  ago  with 
electric  traction,  but  they  did  not  prove  successful. 

BRINGING   THE    SEA    TO   THE    CITIES 

Having  thus  suggested  the  importance  of  the  water  routes,  which 
connected  the  metropolis  of  Belgium  with  that  of  France,  it  may  be 
said  that  there  is  a  similar  intimacy  of  relationship  between  the 
Belgian  and  Dutch  waterway  systems.  Here  again  are  routes  over 
which  vast  traffic  moves.  One  of  the  most  important  canals  is  that 
which  connects  Ghent,  Belgium,  and  Terneuse,  Holland.  Ghent 
is  one  of  the  important  industrial  centers  of  northern  Belgium,  but 
is  not  a  seaport.  For  many  years  vessels  of  considerable  size  have 
been  brouo;ht  up  to  Ghent  from  the  port  of  Terneuse  by  a  canal 
constructed  and  owned  jointly  by  the  Belgian  and  Netherlands 
Governments.  It  was  21  feet  deep,  55  feet  wide  at  the  bottom, 
and  182  feet  at  water  level.  Under  treaty  between  Belgium  and 
Holland,  made  several  years  ago,  this  very  important  waterway  is 
being  widened  and  deepened,  so  that  it  will  have  a  depth  of  28^  feet, 
and  will  accommodate  practically  all  cargo  boats.  Immense  locks 
and  anchorages  constitute  a  part  of  this  project.  By  thus  bringing 
the  largest  ship  up  to  an  interior  town  two  purposes  are  served.  In 
the  first  place,  Ghent  becomes  practically  a  seaport,  the  new  canal 
doino;  for  it  exactly  what  the  Manchester  canal  does  for  Manchester. 
Belgium  gains  the  advantage  of  having  another  seaport  town.  This 
is  of  especial  importance,  because  of  the  peculiar  circumstances  of 
the  port  of  Antwerp.  Despite  generous  expenditures  for  improve- 
ment of  this  port,  the  traffic  there  has  grown  faster  than  it  has 
been  possible  to  provide  accommodations.  As  a  result,  there  has 
been  for  a  long  time  concern  lest  business  should  literally  swamp 
the  harbor  and  Belgium  suffer  by  reason  of  not  having  a  sufficient 
gateway  capacity.  The  project  of  bringing  the  sea  to  Ghent,  by 
means  of  a  canal  large  enough  to  accommodate  all  kinds  of  freight 
shipping,  will  thus  relieve  Antwerp  and  further  guarantee  Belgium 
against  loss  of  commerce. 

Entirely  within  Belgian  territory,  there  is  another  canal  from 
Ghent  to  the  sea  by  way  of  Bruges  and  Ostend.  This  also  has  recently 
been  greatly  enlarged,  so  that  from  Ostend,  on  the  North  Sea,  up  to 


396  REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

Bruges,  large  seagoing  vessels  may  be  accommodated.  From  Bruges 
inland  to  Ghent  it  has  likewise  been  widened  to  accommodate  the 
largest  barges  carried  on  the  Rhine. 

There  is  a  canal  under  construction  from  Bruges  to  Zeebnigge,  a 
little  over  6  miles,  which  enables  ocean-going  vessels  of  draft  up  to  27 
feet  to  go  up  to  Bruges.  A  great  breakwater  has  been  constructed  at 
Zeebrugge  to  protect  the  entrance  to  this  canal.  This  Bruges- 
Zeebnigge  canal  is  o^^^led  by  a  private  compan}^  under  close  Govern- 
ment control. 

DIGGING    OUT    INLAND    HARBORS 

The  business  of  scooping  out  huge  inland  harbors  at  such  points 
as  Bruges  and  Ghent  to  accommodate  the  great  ocean-going  vessels 
which  these  canals  bring  up  to  the  cities  is  quite  a  matter  of  fact  in 
Belgium.  Each  increase  in  the  capacity  of  one  of  the  ship  canals 
involves  extension  of  the  inland  harbor,  so  that  vessels  may  be 
assured  ample  docking  facilities.  There  seems  almost  no  limit  to  the 
willingness  of  the  Belgian  cities  and  Government  to  spend  money  on 
these  facilities  for  a  fast-expanding  commerce.  Americans  have 
come  to  view  with  reasonable  equanimity  the  generous  appropriations 
which  Congress  makes  for  river  and  harbor  improvements,  but  if 
Congress  should  pass  a  river  and  harbor  bill  which  looked  to  the 
initiation  of  a  scheme  of  improvement  that  was  comparable,  con- 
sidering the  size  and  wealth  of  the  two  countries,  with  that  on  which 
Belgium  has  been  engaged  for  many  A^ears,  it  is  safe  to  say  that  the 
countrv  would  gasp  when  it  saw  the  figures.  Yet  Belgium  finds  the 
investment  profitable.  Somewhere  from  $10,000,000  to  $15,000, 000 
will  have  been  spent  when  the  entire  scheme  of  bringing  up  great 
seagoing  vessels  to  Bruges  is  completed. 

A  feature  of  the  great  seaway  from  Bruges  down  to  Zeebrugge  is  its 
illustration  of  how  the  railways  and  canals  of  Belgium  work  hand 
in  hand.  Along  the  side  of  the  canal  nms  a  3-track  railroad  line, 
designed  to  bring  up  passengers  and  freight  from  the  seacoast  in 
cases  where  more  prompt  transportation  is  desired  than  the  canal 
can  afford. 

Even  Brussels,  which  on  smj  map  has  the  appearance  of  being  an 
inland  city,  has  had  the  sea  brought  to  its  cloor  b}^  a  canal.  For 
many  years  small  seagoing  vessels  have  made  trips  from  Brussels, 
doing  coasting  trade  to  all  the  points  touching  on  the  North  Sea. 
Some  years  ago  a  project  was  adopted  which  looked  to  the  enlarge- 
ment of  the  canal  from  Brussels  to  Rupel,  to  18  feet  deep.  On  this 
enlarged  canal  are  4  locks  of  immense  size;  and  another  harbor  is 
being  dredged  out  to  accommodate  the  traffic.  This  new  canal  for 
ocean-woing  vessels  in  turn  connects  with  the  big  inland  ditch  from 
BnisseTs  to  Charleroi,  one  of  the  most  important  waterwa3^s  to  Paris, 
so  that  transshipment  of  goods  will  be  made  easy  and  economical. 
Another  inland  seaport  of  no  small  importance  is  Louvain,  east  of 
Brussels,  which  is  connected  with  the  ocean  by  the  Louvain  Canal, 
navigable  for  seagoing  boats  of  500  tons. 

COMPARISON    OF    WATER    AND    RAIL    RATES 

The  following  comparison  shows  rates  by  the  waterways  before  and 
after  the  great  improvements  of  recent  years,  and  also  rail  rates: 


WATERWAYS   AND   RAIT.WAY   TRAFFIC    IN    EUROPE 


897 


Table  of  freight  costs — Coal 
[Per  ton] 


Antwerp. 
Do... 
Do... 


To— 


1  Distance 
I  by  canal. 


By  canal. 


1888. 


Cologne 

Mannlieim 

Straslnirg  (via  France). 

Do I  Stmsburg  (via  Rhine) . , 

Do I  Charleroi 

Do I  Liege 

Do i  Mons 

Do :  Paris 

Charleroi ;  Brussels 

Do ;  Ghent 

Do !  Nancy 


Miles. 

256 

418 

504 

500 

87 

98 

105 

287 

45 

110 

270 


$1.59 
2.20 


.49 
.72 
1.41 


1905. 


By  rail, 
1905.  o 


b  $0. 54 

6  1.08 

c2. 10 

6  1.44 

C.55 

C.66 

c.  60 

cl.68 

c.  45 

c.  65 

el.  20 


$1.54 

2.88 

2.04 

2.64 

.80 

.84 

.82 

2.77 

.71 

.72 

2.04 


a  In  10-ton  loads. 


b  In  50-ton  lots. 


c  In  full  loads. 


The  international  systematization  of  waterways  throughout  Bel- 
gium, Holland,  Germany,  and  France  has  been  hardly  less  important 
than  the  development  of  international  relations  by  which  railroad 
transportation  is  governed.  Under  the  workings  of  the  Bernese  con- 
vention of  1890,  the  railways  of  nearly  all  continental  Europe  are  now 
operated  practically  as  one  system.  Likewise,  by  reason  of  various 
international  arrangements  for  uniform  and  continuous  development 
of  waterways,  the  river  and  canal  systems  have  been  linked  together 
in  an  international  network.  Because  it  so  graphically  suggests  this 
international  cooperation  in  systematizing  water  routes,  the  following 
computation  of  important  direct  waterways,  in  which  Belgium,  France, 
Germany,  and  Holland  are  all  represented,  is  here  inchuled. 

Table  showing  chief  transit  and  direct  trade  routts 


Name  of  rotlte. 


1.  Antwerp  to  Paris 

2.  Antwerp  to  Stras- 

burg. 

3.  Antwerp  to  Stras- 

bnrg. 

4.  Antwerp    to    Co- 

logne. 

5.  Antwerp  to  Rot- 

terdam. 

6.  Antwerp  to  Dun- 

kirk. 

7.  Antwerp  to  Char- 

leroi. 

8.  Antwerp  to  Char- 

leroi. 

9.  Dunkirk  to  Char- 

leroi. 

10.  Charleroi  to  Paris. 

11.  Charleroi  to  Stras- 

burg. 


fin  Belgium, 
iln  France.. 


f Liege  (in  Belgium) 
\France. 


The  Rhine. 


|....do 

[Dutch  canals: 
<        In  Belgium 
I        In  Holland 

/In  Belgium 

Iln  France 

^Brussels 


Length. 


Miles. 


Maxi- 
mum 
draft. 


Ft. 


97H5 
200  |j  " 


170  J 
335 


:::| 


jJLiege. 


fin  France.. . 
\ln  Belgium. . 
Jin  Belgium., 
lln  France. .. 

In  Belgium. . 

In  France. . . 

In  Germany . 


500j{^ 
256i{J 

8    f  ^ 
76i     5 

''4{bl 


137| 
24i 

190| 
64 

268 
67 


Maxi-  I  Ma.xi- 
mum  mum 
length,    beam. 


Ft.  In. 
125    0 

111    0 

'384    0 


0    1 
0    ( 

0;}384    0 


y}i6o  0 

129    0 
61    0 


10   1 


130    6 

119    0 
121    0 


10     124    0 
7  1  111    0 


Ft.  In. 
16    3 


50  3 

50  0 

16  3 

16  3 

6  6 


16    3 
16    3 


Maxi- 
mum 
ton- 
nage. 


16    3 
16    3 


350 

350 

None. 

None. 

350 

150 
70 


150 
300 


300 


Tolls  per 
ton  mile.o 


.0006212 
.001553 
.  002485 
. 0004973 
.0007757 
.001553 


.  0007757 
.  001553 

. 0006212 
. 001553 
.01397 
.  001553 
. 0004973 
. 0007757 
. 001553 
. 0004973 
.0001553 

. 0004973 


.0004973 


Locks. 


46 
153 


o  "Tolls  "  here  means  the  charges  imposed  for  use  of  the  waterways.    It  does  not  include  charges  of 
the  barges  for  haulage.  6  For  steamers.  f  Also  for  lifts. 


398  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

WATERWAYS    RELATION    TO    FOREIGN    TRADE 

The  foreg;oing  computation  presents  an  idea  of  the  economy  in 
transportation  effected  by  the  expansion  andimprovement  of  European 
waterways.  That  the  business  community  has  been  ready  and  glad  to 
avail  itself  of  these  economies  is  shown  by  the  statistics  of  the  tonnage 
handled  in  Belgium  by  the  different  classes  of  transportation  facilities. 
Sixteen  years  ago,  of  imports  into  Belgium,  it  was  calculated  by  the 
Government  authorities  that  49.8  per  cent  came  by  sea,  4.3.5  per 
cent  by  land  and  rail,  and  6.7  per  cent  by  canal  and  river.  Since 
that  time  the  proportion  received  by  sea  and  by  rail  has  been 
falling  off,  and  the  proj)ortion  received  by  canal  and  river  has  been 
steadily  increasing  until  now,  on  the  basis  of  the  latest  official 
reports,  it  is  estimated  that  about  25  per  cent  of  import  traffic  is 
handled  by  canal  and  river,  the  other  75  per  cent  being  approxi- 
mately equally  di\dded  between  rail  and  ocean. 

In  export  tonnage,  the  showing  for  inland  waterways  is  even  better. 
In  1891,  40.5  per  cent  of  exports  were  handled  by  sea,  47.8  per  cent 
by  rail,  and  only  11.7  per  cent  by  canal  and  river.  These  fio^ures 
have  so  far  shifted  that  while  it  is  not  possible  to  give  official  statistics 
of  the  present  relative  division,  it  is  estimated  that  about  one- 
tliird  of  the  total  export  tonnage  is  now  handled  by  canal  and  river, 
and  of  the  other  two-thirds,  the  division  considerably  favors  the  rail- 
roads as  against  the  sea.  It  appears  that  the  proportion  carried  by 
rail  has  continued  most  nearly  constant,  the  inland  waterways  having 
made  their  largest  gains  at  the  expense  of  the  ocean  carriers.  This 
loss  of  the  ocean  carriers  to  the  inland  waterways,  however,  is  only  a 
proportional  loss.  As  a  matter  of  fact  the  increase  of  tonnage  handled 
by  the  internal  waterways  represents  to  a  large  degree  new  business, 
much  of  it  business  that  would  never  have  existed  but  for  the  reduc- 
tion of  rates  wliich  the  development  of  waterways  secured.  While 
the  percentage  of  Belgian  commerce  handled  by  sea,  both  import  and 
export,  is  now  considerably  smaller  than  it  was  fifteen  years  ago,  the 
actual  tonnage  handled  by  sea  is  larger  than  formerly.  Similarily, 
while  the  rail  routes  are  now  credited  with  a  less  total  percentage  of 
the  total  traffic  than  fifteen  years  ago,  their  actual  tonnage  is  much 
larger. 

In  addition  to  the  tabulation  already  given  showing  comparative 
rates  by  rail  and  waterways  on  coal  over  various  routes,  there  is  here 
included  a  statement  comparing  charges  on  other  freight  by  rail  and 
waterways,  between  Antwerp  and  the  various  places  named. 


WATERWAYS   AND   RAILWAY   TRAFFIC    IN    EUROPE 


399 


Comparison  of  rates  affreight  per  ton  by  railway  and  canal  between  the  undermentioned 

places  and  Antwerp 


g 

Flour. 

Grain. 

Iron 
rails,  etc. 

Plate 
glass. 

Cotton. 

Flax. 

Minerals. 

Cement. 

Station. 

>. 

>, 

>. 

>. 

>, 

>, 

>. 

>. 

c^ 

<i 

^ 

oS 

C3 

(6 

_g 

"5 

^ 

S 

^ 

■3 

_^ 

i 

^ 

^ 

^ 

f 

^ 

n 

^ 

a 

03 

S 

•A 

<d 

oa 

* 

c3 

1 

d 

03 

c3 

o 

rt 

o 

« 

O 

« 

o 

rt 

o 

tf 

5 

« 

O 

« 

O 

« 

o 

Aerschot . . 

Mi. 
30 

$0.74 

$0.  58 

SO.  74 

1 
$0. 58  $0. 74 

$0. 58 

$0.92 

$0. 58  $0.  92 

$0..5S:$0.92 

$0. 58 

$0.56 

$0. 58  $0. 69 

$0.58 

Ath 

60i 

1.19 

..58 

1.19 

.58 

1.19 

.58 

1.52 

.58 

1.52 

.58 

1.52 

.58 

.86 

.58 

1.12 

.68 

Audenarde 

50 

1.09 

.64 

1.09 

.64 

1.09 

.64 

1.39 

.64 

1.39 

.64 

1.39 

.64 

.79 

.64 

1.04 

.64 

Alost 

38 

.80 

.37 

.80 

.41 

.80 

.41 

1.00 

.39 

1.00 

.39 

1.00 

.39 

.59 

.39 

.95 

.39 

Brussels .  . 

30 

.74 

.43 

.74 

.43 

.74 

.43 

.92 

.74 

.92 

.74 

.92 

.74 

.56 

.74 

.69 

.74 

Charleroi. . 

67 

1.23 

.97 

1.23 

.97 

1.23 

.97 

1.60 

.97 

1.60 

.97 

1.60 

.97 

.88 

.97 

1.19 

.97 

Courtrai . . 

60J 

1.19 

.39 

1.19 

.39 

1.19 

.39 

1.52 

.39 

1. 52 

.39 

1.52 

.39 

.80 

.39 

1.12 

.39 

Dinant 

94 

\.%^ 

.92 

1.3.5 

.92 

i.;« 

.92 

1.84 

.92 

1.84 

.92 

1.84 

.92 

.97 

.92 

1.30 

.92 

Ghent 

32 

.80 

.39 

.80 

.39 

.80 

.39 

1.00 

.39 

1.00 

.39 

1.00 

.39 

.59 

.39 

.75 

.39 

Hasselt 

52 

1.11 

.48 

1.11 

.48 

1.11 

.48 

1.42 

.48 

1.42 

.48 

1.42 

.48 

.81 

.48 

1.07 

.48 

Liege 

74 

1.28 

.58 

1.28 

.58 

1.28 

.63 

1.69 

..58 

1.69 

.58 

1.69 

.58 

.91 

.58 

1.23 

.58 

Louvain . . 

30J 

.75 

.43 

.75 

.43 

.75 

.43 

.93 

.4:^ 

.93 

.43 

.93 

.43 

.56 

.43 

.70 

.43 

Mons 

69 

1.24 

.72 

1.24 

.72 

1.24 

.72 

1.62 

.72 

1.62 

.72 

1.62 

72 

.89 

.72 

1.57 

.72 

Namur 

a5* 

1.23 

.77 

1.23 

.77 

1.23 

.77 

1.58 

.  77 

1.58 

.77 

1.58 

.77 

.88 

.77 

1.18 

.  VV 

Seraing . . . 

75i 

1.29 

.97 

1.29 

.97 

1.29 

.97 

1.71 

.97 

1.71 

.97 

1.71 

.97 

.91 

.97 

1.24 

.97 

Toumai... 

79J 

1.31 

.63 

1.31 

.63 

1.31 

.63 

1.74 

.6; 

1.74 

.63 

1.74 

.63 

.92 

.&i 

1.26 

.63 

Verviers . . 

89 

1.34 



1.34 



1.34 

1.81 

1.81 

1.81 

.95 

1.29 

RAILS    AND    WATER    COOPERATE    RATHER    THAN    COMPETE 

In  connection  with  comparisons  of  rates  by  rail  and  water  in 
Belgium  it  is  necessary  always  to  bear  in  mind  that  the  Belgian  Gov- 
ernment owns  both  waterways  and  most  of  the  railways.  The  rail- 
ways do  not  compete  for  traffic  which  experience  has  shown  can  best 
be  handled  by  canals  and  rivers.  It  must  not  be  assumed  from  this 
that  railroad  rates  on  commodities  which  are  largely  handled  by 
water  are  unduly  high.  Takino;  coal  as  an  illustration  of  the  large 
class  of  bulky  and  cheap  freight  which  must  be  moved  in  great 
quantities  in  Belgium,  examination  of  the  railroad  rates  shows  it  is 
tne  aim  of  the  Government  to  make  rail  rates  as  low  as  possible 
where  water  transportation  is  impossible.  The  railroads  handle  the 
business  at  low  rates,  and  industries  which  are  denied  the  benefit 
of  water  transportation  are  nevertheless  able  to  continue  in  business. 

This  plan  of  cooperation  between  railroads  and  canals  is  the  re- 
sult of  many  years  of  study  and  experiment  by  administrative 
officials.  Not  only  in  Belgium,  but  also  in  other  countries  where 
the  Government  owns  or  rigidly  controls  both  systems,  there  has  been 
every  effort  to  perfect  cooperation  with  the  })urpose  of  giving  the  com- 
munity the  best  service,  by  whatever  facility,  at  the  lowest  cost. 
Thus  there  are  cases  in  Belgium  in  which  the  rate  on  coal  and  other 
bulky  freights  is  lower  by  rail  than  by  waterway.  When  these  are 
analyzed  it  is  likely  to  develop  that  the  water  routes  are  unsatisfactory 
for  one  reason  or  another,  perhaps  because  they  will  accommodate 
only  barges  of  limited  capacity,  or  because  they  are  composed  wholly 
or  partly  of  sections  of  tidal  rivers  difficult  of  navigation.  In  such 
cases  the  disadvantage  of  being  denied  the  cheapest  water  trans- 
portation appears  to  be  sometimes  made  up  by  concessions  in  rail 
rates.  There  is  necessarily  competition  between  rail  and  water,  and 
the  profits  which  the  State  derives  from  the  railways  would  be  greater 
if  the  waterways  had  not  been  so  extensively  developed  and  en- 


400  REPORT    OF    THE   INLAND    WATERWAYS    COMMISSION 

couraged.  The  policy  of  the  Government  is  based  on  the  theory 
that  more  benefit  will  accrue  from  cheap  transportation  than  from 
large  railway  profits.  The  waterways  produce  an  annual  deficit  in 
revenues,  which  the  State  makes  up.  But  the  Belgian  theory  is  that 
in  consideration  of  making  up  a  small  deficit  the  State  derives 
benefits  worth  many  times  as  much  from  the  increased  prosperity  of 
the  country. 

On  the  whole,  competition  between  railroads  and  waterways  in 
Belgium  is  not  so  severe  as  in  some  other  countries.  While  railway 
rates  are  fixed  by  the  Government,  canal  freights  are  influenced  by 
competition  among  owners  of  boats  and  barges.  Railroad  rates  are 
much  more  stable  than  those  of  the  waterways.  Water  rates  are 
higher  in  winter  than  in  summer,  because  the  barges  can  only  be 
operated  during  daylight  on  most  of  waterways,  and  there  are  sev- 
eral less  hours  of  daylight  in  winter  than  in  summer.  Consequently 
journeys  which  can  be  made  in  a  week  or  thereabouts,  in  summer, 
occupy  eleven  or  twelve  days  in  winter. 

The  volume  of  traffic  ofi^ered  to  the  water  routes  is  also  a  large 
element  in  determining  rates  at  a  given  time.  Barge  owners  are 
always  willing  to  give  low  rates  when  they  can  promptly  secure  load- 
ings to  their  capacity.  As  there  are  hundreds  of  boat  and  barge 
owners,  competition  is  keen.  On  the  Antwerp  exchange  canal  tolls 
are  daily  quoted.  At  times  the  amount  of  freight  in  Belgian  ports 
becomes  so  great  that  the  harbors  are  crowded,  and  it  is  necessary  to 
hasten  the  unloading  of  vessels.  If  at  such  a  time  there  hap})ens  to 
be  an  inadequate  supply  of  barges  the  bidding  of  forwarding  agents 
for  the  service  forces  up  the  water  rates.  Antwerp,  the  great  port 
of  Belgium,  and  Rotterdam,  the  first  Dutch  port,  are  in  sharp  com- 
petition for  Rhine  traffic,  and  this  is  one  cause  of  low  rates  on  this 
business.  The  case  of  a  shipment  of  imported  grain  from  Rotterdam 
up  to  Mannheim  at  44  cents  per  ton  was  recently  quoted.  Rotter- 
dam has  a  considerable  advantage  over  Antwerp  for  Rhine  freight, 
because  of  shorter  distance  and  better  connections,  but  Antwerp  has 
superior  facilities  for  transshipping  and  dispatching  promptly. 

TOLLS    ARE    INSIGNIFICANT 

On  all  the  rivers,  no  matter  how  much  the  Government  may  have 
spent  improving  them,  and  on  many  canals,  no  tolls  are  charged.  In 
all  cases  the  tolls  are  so  low  as  to  be  almost  nommal,  and  in  a  general 
way  they  are  based  on  expense  of  maintenance.  The  Government, 
according  to  the  latest  reports  available,  receives  m  tolls  between 
one-thirct  and  one-half  the  •  annual  expenditure  for  maintenance  of 
waterways.  This  does  not  include  interest  on  the  Government's 
investment,  which  is  paid  out  of  general  revenues.  In  1902  tolls  were 
about  $350,000,  while  the  maintenance  cost  the  State  $930,000.  Tolls 
are  generally  levied  on  the  basis  of  some  fixed  charge  per  ton-mile, 

Elus  charges  for  the  use  of  quays  and  docks,  for  passing  bridges  which 
ave  to  be  worked  by  draws,  and  other  like  charges.  While  there  is 
considerable  variation  in  these  charges  they  are  so  low  as  to  amount 
to  an  almost  negligible  proportion  of  the  cost  of  transportation. 

Various  methods  of  haulage  are  employed.  On  the  large  rivers  the 
common  towage  is  by  steam  tugs  which  handle  lines  of  barges,  fre- 


WATEEWAYS   AND   RAILWAY   TRAFFIC    IN    EUROPE  401 

quently  7  or  8  barges  to  one  tug.  For  fast  water  freights,  gasoline 
motors  have  been  put  on  large  barges.  This  power  has  been  so  suc- 
cessful as  to  be  credited  with  large  responsibility  for  the  great  gain  in 
canal  tonnage  in  recent  years.  It  has  also  brought  about  more  prompt- 
ness of  service.  Horses  and  nmles  are  still  much  employed,  and  sails 
are  frequently  used.  When  \\'inds  are  favorable,  they  constitute  a 
highly  satisfactory  motive  power.  There  is  no  more  picturesque  fea- 
ture of  the  flat  landscapes  of  the  low  countries  than  a  canal  boat  appar- 
ently sailing  across  the  plain,  the  canal  itself  not  being  visible  at  a  little 
distance. 

The  barge  operators  are  generally  permitted  to  use  whatever  kind 
of  traction  the3^  like,  provided  they  do  not  interfere  with  other  busi- 
ness. On  no  State  canal  is  a  monopoh-^  permitted.  Anybod}^  who 
wishes  can  put  his  barges  into  service.  On  one  or  two  canals  private 
concerns  have  been  given  control  of  the  towage  business,  but  this 
relates  only  to  the  privilege  of  suppl}'ing  power  to  draw  the  barges. 

It  is  difficult  to  ascertain  how  much  investment  the  Belgian  Gov- 
ernment and  Belgian  cities  have  made  in  tlie  improvement  of  internal 
waterways.  A  considerable  proportion  has  gone  to  harbor  works, 
whose  importance  is  partly  in  relation  to  ocean  traffic.  The  amount 
expended  b}'^  municipalities  on  harbors  is  especially  difficult  to  deter- 
mine. The  Government  has  probably  expended  over  $100,000,000 
in  these  improvements,  and  its  plans  involve  large  future  expenditure. 
Probabl}^  the  large  cities  have  expended  something  like  $25,000,000  in 
improving  harbors,  quays,  and  docks.  For  smaller  cities  the  figures 
would  be  less,  but  by  no  means  unimportant.  The  provinces  in  some 
cases,  and  the  Government  in  others,  have  granted  subsidies  to  private 
ship-canal  projects.  The  cities  of  Antwerp,  Bruges,  Ghent,  and  others 
have  been  very  liberal  in  expenditures  from  their  o^\^l  revenues  to 
supplement  the  work  of  the  Government. 

AN    OFFICIAL    BELGIAN    VIEW 

From  a  memorandum  prepared  by  the  Belgian  ministry  of  public 
works  and  finance,  touching  the  development  of  waterways  and  their 
contribution  to  the  prosperit}^  of  the  State,  the  f  olloM'ing  is  quoted : 

During  the  period  1880  to  1900  the  extension  of  the  trade  of  Belgium  has  been  enor- 
mous. Traffic  on  the  navigable  waterways  has  grown  from  225,000,000  tons  per  mile  in 
1880  to  560,000,000  tons  per  mile  in  1900,  being  an  increase  of  150  per  cent.  Over  the 
State  railways  the  tonnage  of  freight  transported  has  increased  from  14,000,000  to 
40,000,000,  i.  e.,  has  almost  trebled.  In  the  seaports  the  sailings  and  arrivals  combined 
reached  a  total  of  17,100,000  tons  of  shipping  in  1900  against  5,000,000  only  in  1875. 
Finally  the  value  of  the  general  commerce  of  Belgium  has  risen  during  the  same  period 
from  4\  billion  francs  (about  S;900,000,000)  to  over  7  billions,  about  §1 ,400,000,000. 

It  is  impossible  to  estimate  even  approximately  the  extent  to  which  the  improve- 
ment of  the  waterways  has  contributed  in  this  great  development  of  traffic;  there  are 
too  many  factors  reacting  one  on  the  other  which  are  to  be  taken  into  account  in 
attempting  such  a  calculation. 

But  it  may  be  justly  claimed  in  providing  the  country  with  a  system  of  navigable 
waterways  and  cheap  transport,  in  multiplying  the  points  of  contact  between  road, 
rail,  and  water  transport,  and  thus  facilitating  transshipment,  in  rendering  the  seaports 
easier  of  access,  in  stimulating  the  erection  of  numerous  commercial  and  manufacturing 
establishments,  the  work  of  improvement  has  been  one  of  the  principal  factors  of  the 
commercial  prosperity  of  the  country. 

In  the  same  memorandum  the  ministry  gives  the  follovidng  epitome 
of  methods  adopted  for  improving  the  waterways  in  order  to  modem- 


402  EEPORT   OF    THE  INLAND   WATERWAYS    COMMISSION 

ize  them  to  meet  the  demand  for  larger  barges,  fewer  locks,  and  faster 
transport.     These  methods  are  thus  stated: 

(a)  In  the  case  of  navigable  and  canalized  rivers:  Regulating  and  deepening  river 
beds  with  a  view  to  obtaining  uniformity;  straightening  and  shortening  the  water 
courses  by  making  new  cuts,  etc.;  strenghtening  the  banks,  refacing  embankments, 
stone  pitchings,  and  quay  walls;  construction  of  towing  paths;  improvements  of  dams 
and  locks;  built  houses  for  the  staff  intrusted  with  the  care  and  work  of  all  the  engi- 
neering appliances. 

(6)  In  the  case  of  canals:  Enlarging,  widening,  or  deepening  different  sections; 
rebuilding  or  improving  the  locks;  strengthening  banks,  refacing^,  and  renewing  stone 
pitchings;  construction  of  quay  walls  for  commercial  purposes;  improvement  of  towing 
paths;  building  of  houses  for  locks  and  bridge  keepers;  impro\dng  the  water  supply. 

(c)  In  the  case  of  harbors  and  coasts:  Dredging  with  the  view  to  improving  the  passes 
and  channels  at  the  entrance  of  harbors;  constioiction  of  jetties,  piers,  stone  embank- 
ments, etc.,  destined  for  the  protection  of  the  coasts;  building  an  up-keep  of  the  sea- 
walls, including  stone  pitchings,  promenades,  etc.;  management  and  up-keep  of  the 
dunes  forming  part  of  the  Royal  Demesne,  including  leveling  plantations,  road  making, 
etc.;  the  tolls  on  the  navigable  waterways  which  are  under  the  administration  of  the 
State  are  fixed  by  the  Government  in  the  law  of  1865.  They  are  levied  on  a  scale  of  so 
much  per  ton  per  kilometer,  i.  e. ,  at  so  much  on  every  ton  of  freight  for  every  kilometer. 

As  a  general  rule  the  tidal  rivers  are  exempt  from  tolls.  On  the  other  waterways  the 
toll  is  fixed  at  0.016  francs  (about  0.3  cent)  for  the  canalized  rivers,  i.  e.,  rivers  which 
have  been  rendered  navigable  by  means  of  locks,  etc.,  and  at  0.005  francs  (about  0.1 
cent)  for  the  canals. 

As  regards  the  waterways  administered  by  companies,  the  tolls  are  fixed  on  different 
bases,  according  to  the  terms  of  the  concession. 

As  an  example  of  a  tidal  river,  the  Escaut  Maritime  (the  Scheldt  below  Ghent)  is 
exempt  from  tolls. 

On  the  canalized  Meuse  to  the  toll  is  0.0016  (about  0.03  cent)  per  ton  per  kilometer. 

On  the  canal  from  the  Meuse  to  the  Scheldt  the  toll  is  fixed  at  0.005  francs  (about 
0.1  cent)  per  ton  per  kilometer. 

On  the  canal  from  Blaton  to  Ath  (conceded  to  a  company)  the  tolls  are  fixed  at 
0.024  francs  (about  0.5  cent)  on  eveiy  ton  of  freight  carried;  O.OOS  francs  (about  0.15 
cent)  per  ton  on  the  total  capacity  of  the  vessel,  and  0.008  francs  per  ton  of  the  tonnage 
ton  capacity  of  the  vessel  returning  empty. 

The  State  does  not  derive  any  interest  from  the  capital  expended  on  the  improve- 
ment of  the  waterways,  inasmuch  as  the  work  and  use  of  this  means  of  transport  are 
left  to  private  initiative.  At  the  most  the  tolls  levied  on  navigation  may  be  said  only 
to  partly  reimburse  the  State  for  the  expense  incurred  in  keeping  the  system  of  navi- 
gable waterways  in  working  order. 

THE  GERMAN  WATERWAYS  SYSTEM 

The  modernization  and  extension  of  the  German  waterways  sys- 
tem was  initiated  in  the  early  days  of  the  Bismarck  regime  following 
the  unification  of  the  Empire.  It  was  Prince  Bismarck's  firm  belief 
that  nothing  would  so  much  contribute  to  make  the  Empire  a  stable 
and  permanent  structure  as  the  improvement  of  transportation  facil- 
ities and  their  control  by  the  central  Government.  Therefore  in  the 
somewhat  modest  grant  of  powers  first  given  to  the  imperial  Gov- 
ernment was  included  control  over  the  postal  service  or  the  entire 
Empire,  and  a  provision  for  facilitation  of  interstate  communication 
by  water,  placing  the  interstate  waterways  under  the  imperial  Gov- 
ernment. In  this  regard  the  German  constitution  pretty  closely 
followed  that  of  the  United  States.  It  provided  also  that  no  State 
should  be  allowed  to  levy  duties  against  another,  but  that  the  com- 
merce of  each  State  should  be  free  and  unrestricted  in  all  the  others. 
It  was  determined  that  on  the  natural  waterways  charges  might  be 
imposed  for  the  maintenance  of  works  designed  to  improve  naviga- 
tion, but  that  this  should  never  exceed  the  expense  of  providing  and 
maintaining  such  works.     The  canaUzed  rivers  are  treated  as  artifi- 


1 


WATERWAYS  AND  RAILWAY   TRAFFIC   IN   EUROPE  403 

cial  waterways  and  small  dues  are  collected  for  their  use.  In  gen- 
eral, however,  the  charges  by  the  State  are  hardly  more  than  nomi- 
nal and  are  not  designed  to  make  the  investment  in  the  waterways 
profitable  or  even  self-sustaining.  The  State  provides  the  capital- 
tor  carrying  on  the  improvements  and  for  the  greater  part  pays  the 
interest  out  of  the  general  revenue. 

It  is  an  important  article  in  the  German  political  and  commercial 
faith  that  waterways  must  be  maintained  by  the  State  if  they  will 
not  maintain  themselves.  In  Germany  there  has  been  evidence  that 
if  the  railways  were  allowed  to  engage  in  competition  to  the  death 
they  would  di'ive  the  trafiic  from  the  canals.  It  has  been  necessary 
for  the  Government  to  prevent  this  very  thing  happening,  as  it 
has  also  been  in  Belgium  and  France.  If  the  waterways  had  to  be 
maintained  on  the  same  basis  as  the  railways — that  is,  if  they  were 
required  to  find  their  own  capital  and  to  pay  charges  on  it — they 
would  probably  not  be  commercially  successful.  Reasons  for  this 
have  heretofore  been  suggested. 

Yet  wliile  conceding  this  point  against  the  waterways  the  fact 
remains  that  national  policy  all  over  Europe  now  dictates  the  utmost 
practical  development  of  waterways.  Where  railroads  are  State- 
owned  they  relieve  the  railways  of  a  vast  traffic  which  if  carried  by 
rail  would  necessitate  tremendous  expansion  of  the  rail  system. 
It  is  thought  better  business  for  the  State  to  have  two  transport 
systems  working  side  by  side  and  furnishing  a  measure  of  competition, 
than  to  permit  the  waterways  to  be  put  out  of  business  and  leave 
everything  to  the  iron  highways. 

THE   GERMAN    RIVER    SYSTEM 

The  German  canal  system  is  based  on  utilization  of  the  great 
rivers,  their  improvement  and  connection  by  a  system  of  canals. 
The  greatest  of  German  rivers,  the  Rliine,  has  its  mouth  in  Dutch 
territory,  but  this  does  not  prevent  the  Germans  making  the  most 
of  its  splendid  adaptability  to  navigation.  Farther  east  is  the  Weser, 
which  though  not  so  great  as  the  Rhine  or  the  Elbe,  has  been  made 
navigable  throughout  most  of  its  length.  The  Elbe  and  Oder,  still 
farther  east,  have  been  develo])ed  by  expenditure  of  immense  sums 
and  now  carry  a  tonnage  which  is  not  only  tremendous,  but  constantly 
increasing.  Still  farther  east  is  the  great  Vistula,  or  Weichsel  River, 
most  of  whose  length  is  in  Poland,  but  whose  most  useful  reach  for 
navigation  is  the  lower  150  miles  in  Prussia. 

In  general  these  streams  flow  north^the  Rhine,  Weser,  and  Elbe 
into  tlie  North  Sea,  the  Oder  and  Vistula  into  the  Baltic. 

The  Rhine  being  of  such  importance  to  German  interests,  it  was 
early  desired  to  secure  a  connection  within  German  territory  by 
which  to  reach  the  Rhine  from  a  German  port.  Accordingly,  the 
Dortmund-Ems  Canal  was  projected,  connecting  with  the  Rhine 
not  far  from  the  Dutch  border  and  following  a  northwesterly  course, 
reaching  the  North  Sea  at  Emden.  Xhe  connection  of  this  canal 
with  the  Rhine  will  make  it  possible  to  bring  traffic  into  Germany 
without  passing  through  foreign  territory,  and  to  carry  it  up  to  the 
great  industrial  regions  of  which  the  Rhine  is  the  artery.  This  canal, 
being  built  for  use  in  connection  with  the  Rhine,  is  deep  and  wide 
enough  to  take  barges  of  about  eight  feet  draft. 


404  EEPORT    OF   THE   INLAND    WATEEWAYS    COMMISSION 

At  Bevern,  half  way  between  the  two  termini  of  the  Dortmund- 
Ems  Canal,  starts  the  connecting  waterway.  It  runs  almost  due  east 
to  Hanover,  and  thence  to  Berlm.  It  connects  the  navigable  waters 
of  the  Rhine  through  the  Dortmand-Ems  Canal,  the  Weser,  the 
Havel,  the  Spree,  the  Oder,  the  Warthe,  and  finally  the  Vistula.  In 
part  this  great  east-and-west  water  course  is  composed  of  streams 
upon  which  great  amounts  have  been  spent,  and  in  part  of  canals 
linking  the  streams.  Altogether  this  inland  trunk  line  is  to  be 
about  600  miles  long  when  completed.  It  intersects  almost  all  the 
great  navigable  streams  of  Germany  and  is  the  center  of  the  system 
of  waterways.  Physical  conditions  have  made  it  impossible  to  secure 
uniformity  throughout  this  great  distance.  Nevertheless,  the  aim 
has  been  constantly  to  approach  this  so  nearly  as  possible.  Not  all 
the  sections  are  yet  complete. 

Including  rivers,  canalized  rivers  and  canals,  in  use  or  soon  to  be 
opened,  the  waterways  mileage  of  the  Empire  is  nearly  10,000  miles. 
Rather  more  than  half  is  of  free  rivers;  that  is,  streams  which  while 
improved  in  many  respects  have  not  recjuired  to  be  canalized.  Of 
the  remainder,  canalized  rivers  and  canals  are  about  equal  in  mileage. 
The  Elbe  is  navigable  from  its  mouth  as  far  as  Prague,  Austria,  by 
vessels  of  400  tons,  and  throughout  a  very  large  proportion  of  this 
distance  by  barges  of  1,000  to  1,500  tons.  The  Rhine,  on  which 
barges  of  1,500  tons  and  more  go  up  as  far  as  ]\Iannheim,  far  in  the 
interior,  is  connected  through  its  great  tributary,  the  Main,  with  the 
Danube  by  canal.  Save  only  the  Volga,  the  Danube  is  the  greatest 
river  of  Europe.  Connection  between  the  Danube  and  the  Rhine 
brings  together  the  east  and  west  of  Europe,  the  north  and  south, 
the  Black  Sea,  and  the  North  Sea.  Southwestern  Russia,  Roumania, 
Bulgaria,  Ser^aa,  Hungar}^,  Austria,  Bavaria,  and  Wuriemburg 
are  joined  to  the  Rhine  provinces,  to  the  Netherlands,  and  to  Belgium. 

THE    WATERWAYS    PROGRAMME    OF    1905 

An  idea  of  the  character,  cost,  extent  and  method  of  financing 
the  German  waterways  will  be  given  by  a  summary  of  the  waterways 
development  project  embodied  in  the  Prussian  legislation  of  1905. 
This  project,  of  course,  is  to  cover  some  years  in  its  execution;  but 
before  it  is  completed  still  more  extensions  will  be  ordered  and  more 
money  appropriated  to  execute  them. 

The  estimated  cost  of  the  1905  programme  was  a  little  less  than 
•185,000,000.  It  included  the  construction  of  the  western  section 
of  the  east-and-west  water  course  which  has  been  described,  from 
the  Rliine  to  the  Weser,  for  which  over  $60,000,000  was  set  aside. 

Stettin  is  the  Baltic  Sea  port  of  Berlin,  about  90  miles  from  the 
metropolis.  There  had  long  been  fairly  good  connection  by  river  and 
canal  Detween  Berlin  and  Stettin,  but  the  demands  for  increasing 
traffic,  and  especially  the  need  of  accommodating  larger  barges, 
caused  the  inclusion,  in  the  1905  programme,  of  $10,000,000  to 
widen, deepen,  and  improve  this  route.  Over  $5,000,000  was  devoted 
to  improvement  of  the  canals  and  canalized  parts  of  the  Warthe, 
between  tlie  Oder  and  the  Vistula.  Nearly  $5,000,000  was  set  aside 
for  canalizing  an  important  section  of  the  Oder  so  that  it  could 
carry  heavier  barges. 


WATERWAYS   AND    RAILWAY    TRAFFIC    IN    EUROPE  405 

The  canal  from  the  Rhine  to  the  Weser,  constituting  the  western 
section  of  the  great  water  highway  across  the  Empire,  had  long  been 
a  pet  project  of  both  the  Imperial  and  Prussian  administrations. 
In  connection  with  it,  several  collateral  works  were  provided  for. 
Thus  branch  canals  from  the  main  waterway  were  to  be  constructed 
to  Osnabruck  and  Minden,  and  great  water  basins  had  to  be  built 
in  order  to  regulate  the  flow  of  the  Weser,  and  assure  a  continuous 
water  supply. 

In  connection  with  waterway  improvements  it  has  been  the  German 
policy  to  benefit  agriculture  by  regulating  the  flow  of  streams,  holding 
water  in  reservoirs,  improving  channels,  and  otherwise  preventing 
floods.  Considerable  areas  have  been  reclaimed  by  confuiing  chan- 
nels within  narrower  limits.  These  results  are  accomplished  in 
different  ways.  In  some  cases  it  is  necessary  to  build  wing  dams 
and  in  time  the  spaces  between  these  are  filled  in  by  sand  and  dirt, 
and  thus  land  is  reclaimed.  In  other  cases  it  has  been  necessary  to 
build  works  parallel  to  the  course  of  the  stream  and  inside  the  natural 
channel,  so  as  to  hold  the  waters  within  narrower  lines.  In  these 
cases  the  land  outside  the  artificial  channel  is  gradually  filled  in. 

Finally,  in  connection  with  some  of  the  waterway  works,  experi- 
ments in  irrigation  have  been  made  possible,  from  wliich  highly 
satisfactory  results  are  reported. 

COOPERATION    OF    STATE    WITH    LOCAL    DIVISIONS 

In  connection  with  the  great  project  of  connecting  the  Rliine  and 
the  Weser,  it  may  be  shown  how  the  general  and  local  governments 
cooperate  in  the  division  of  expenses.  The  execution  of  the  whole 
work  was  made  contingent  upon  the  cooperation  of  provinces  and 
cities.  Thus  on  one  section  it  was  provided  that  the  provincial 
authorities  should  guarantee  a  sum  not  to  exceed  $132,000  per  annum 
to  cover  any  deficit  in  maintenance.  In  addition,  the  local  authorities 
were  required  to  guarantee  3  per  cent  annual  interest  on  some  part 
of  the  cost,  varying  on  different  sections  of  the  canal. 

As  regards  the  section  from  Bevern  to  Weser,  the  local  authorities 
must  pay,  in  the  event  of  a  maintenance  deficit,  up  to  $210,000  a  year. 
Further  than  this  they  must  pay  1  per  cent  a  year  during  the  first 
five  years,  2  per  cent  during  the  second  five  years,  and  thereafter  3  per 
cent,  on  the  $9,000,000  cost  of  this  section.  Further,  after  sixteen 
years  certain  sinking-fund  requirements  must  be  met  by  the  local 
authorities  in  order  to  establish  a  fund  with  wliich  ultimately  to 
discharge  the  capital  debt. 

The  cities  of  Hanover  and  Bremen,  which  were  recognized  as 
certain  to  derive  great  benefits  from  this  waterway,  were  required 
to  do  very  important  parts  of  the  work,  and  their  compliance  with 
the  terms  was  made  one  of  the  conditions  of  the  State  executing 
the  project. 

An  illustration  of  the  interest  local  authorities  take  in  improve- 
ment of  their  waterways  is  the  story  of  the  improvement  of  the 
Weser  at  the  expense  of  the  city  of  Bremen.  The  Weser  is  a  very 
important  commercial  artery  to  Bremen.  It  flows  almost  due  north 
to  that  city,  intersecting  the  big  interior  waterway  at  ^linden. 
From  Bremen  to  Minden  it  has  long  been  improved  so  as  to  accom- 


406  EEPOET    OF    THE   INLAND    WATEKWAYS    COMMISSION 

modate  barges  of  large  tonnage.  It  was  believed  important  commer- 
cial benefits  would  accrue  to  Bremen  from  having  the  river  further 
improved  south  of  Minden.  Accordingly,  the  Bremen  government  ap- 
propriated some  millions  of  dollars  and  actually  carried  out  this  great 
worK  of  betterment,  in  a  territory  far  beyond  Bremen's  boundaries. 

The  Berlin-Stettin  canal's  construction  was  made  contingent  upon 
a  guarantee  b}"  local  governmental  divisions  to  make  up  any  deficit 
in  working  expenses  up  to  $150,000  a  year  and  to  pay  3  per  cent  inter- 
est on  a  proportion  of  the  cost  of  the  work. 

The  province  of  Posen  was  required,  as  a  preliminary  to  carrying 
out  the  scheme  of  improving  the  Warthe  River,  to  guarantee  about 
$135,000  a  3^ear  for  operating  and  maintenance  expenses,  and  1  per 
cent  a  year  for  five  years,  2  per  cent  a  year  for  the  next  five,  and  3 
per  cent  a  year  thereafter,  on  about  $1,500,000  of  the  investment. 

The  province  of  Silesia  and  local  authorities  within  the  province 
were  required  a  guarantee  operating  deficit  up  to  $52,000  a  year, 
and  to  pay  interest  at  1  per  cent  a  year  for  the  first  five  years,  2  per 
cent  the  second  five  years,  and  3  per  cent  a  year  thereafter  on  a 
capital  debt  of  $225,000. 

As  to  these  various  conditions  imposed  on  the  local  or  provincial 
authorities,  some  difficulty  was  experienced,  but  ultimately  practi- 
cally every  condition  laid  down  by  the  Landtag  was  met  and  the 
works  are  now  well  under  construction. 

In  the  early  period  of  the  development  of  the  waterways  system 
under  vState  auspices  less  eflPort  was  made  to  secure  the  financial 
cooperation  of  local  authorities  within  the  State.  The  State  was 
more  willing  than  it  is  now  to  provide  all  the  capital.  But  as  the 
investment  in  waterways  came  to  represent  a  considerable  part  of 
the  State  debt,  regions  which  for  topographical  or  other  reasons 
were  denied  water  transportation  became  vigorous  in  their  protests. 
They  pointed  out  that  the  whole  State  was  taxed  to  provide  trans- 
portation which  immediately  benefited  only  regions  contiguous  to 
the  waterways.  Accordingly,  in  later  years,  the  policy  of  financial 
cooperation  has  been  developed,  thus  far  occasioning  no  check  in 
the  development  of  the  system.  While  the  State  in  the  first  instance 
finds  the  capital  and  directs  the  works,  the  local  authorities  under- 
write a  large  proportion  of  the  financial  burden.  It  is  probable  that 
had  not  this  arrangement  been  reached  the  protest  against  construct- 
ing waterways  out  of  general  taxation  would  idtimately  have  checked 
the  development  of  the  system.  As  matters  stand  now  the  commer- 
cial and  governmental  authorities  of  any  region,  when  convinced 
that  waterway  improvements  are  needed,  are  heard  bv  the  minister 
of  public  works,  and  if  their  proposals  seem  meritorious  and  a  rea- 
sonable financial  guarantee  is  tendered,  the  State  is  likely  to  take 
up  the  project. 

GROWTH    OF   THE    WATERWAYS    TRAFFIC 

A  great  extension  of  technical  knowledge  and  construction  methods 
has  in  recent  years  contributed  largely  to  increase  the  elliciency  of 
this  mode  of  transportation.  As  in  other  countries,  it  came  to  be 
realized  three  or  four  decades  ago  that  to  make  waterways  compete 
with  railways  they  must  be  enlarged ;  so  far  as  possible  steam  power 
must  be  made  available ;  and  that  large  numbers  of  small  locks  must 


WATERWAYS  A2s^D   RAILWAY   TRAFFIC    IN   EUROPE  407 

be  replaced  by  fewer  and  larger  ones.  When  possible  locks  on  impor- 
tant waterways  are  made  so  large  that  a  steam  tug  with  an  entourage 
of  barges  may  be  accommodated  at  one  lockage.  The  tonnage  of 
barges  has  increased  and  the  expense  of  transportation  has  been 
reduced.  Taking  the  fleet  on  the  German  Rhine,  for  example,  the 
official  figures  say  that  in  1887  there  were  275  steamers,  aggregating 
17,000  tons.  By  1897  the  number  of  steamers  had  increased  to  418 
and  their  tonnage  to  39,000;  in  1904  there  were  586  steamers  and 
the  tonnage  showed  a  still  further  considerable  increase.  But  the 
showing  of  the  barge  fleet  in  both  numbers  and  tonnage  is  much 
more  significant. 

In  1887  there  were  2,731  barges  of  570,000  tons.  In  the  next  ten 
years,  although  there  was  an  increase  of  only  about  500  in  the  num- 
ber of  barges,  the  gross  tonnage  had  more  than  doubled;  in  other 
words,  the  average  tonnage  per  barge  on  the  Rhine  had  just  about 
doubled  in  this  period.  The  increase  is  due  to  the  improvement  of 
the  Rhine  and  its  tributaries — particularly  the  Main  and  the  Neckar. 
At  present  there  are  probabty  12,000  boats  and  barges  on  the  Rhine, 
including  the  German,  Dutch,  and  Belgian  fleets,  and  in  capacity 
they  go  as  high  as  2,400  tons,  drawing  about  9  feet  of  water.  Barges 
of  over  2,000  tons  ascend  the  Rhine  as  far  as  Mannheim  and  in  favor- 
able seasons  even  beyond.  When  the  great  east-and-west  interior 
waterway  from  the  Rhine  to  the  Vistula  is  finally  completed,  which 
probably  will  not  be  for  some  years  yet,  it  will  accommodate  barges 
of  600  tons  throughout. 

For  many  years  German  waterways  were  in  the  main  free  of  navi- 
gation charges.  It  was,  however,  necessary,  when  the  General  Gov- 
ernment began  to  divide  the  expenses  with  local  authorities,  to  have 
a  new  policy  of  imposing  tolls  in  order  to  meet  the  cost  of  main- 
tenance and  ultimately  to  amortize  the  public  debts.  The  regu- 
lated rivers  have  generally  been  free,  except  where  there  were  locks, 
for  which  dues  were  charged.  For  instance,  between  Berlin  and 
Hamburg,  on  the  route  composed  of  the  Elbe,  Havel,  and  Spree, 
there  are  3  locks,  on  which  tolls  are  levied.  These  locks  are  on  the 
Havel  and  Spree.  The  great  expense  of  the  Rhine-Weser  Canal  was 
considered  to  make  necessary  a  more  general  system  of  tolls.  The 
intention,  however,  is  to  inaugurate  this  only  when  the  Rliine-Weser 
Canal  is  open  for  operation,  and  then  to  make  the  tolls  so  low  that  they 
will  not  be  a  serious  charge  on  navigation. 

The  determination  to  enlarge  and  improve  the  water%vay  between 
Berlin  and  Stettin  resulted  from  conditions  of  traffic.  The  minister 
of  public  works  some  six  years  ago  pointed  out  in  an  official  communi- 
cation to  the  Landtag  that  the  tonnage  of  the  Berlin-Stettin  Canal 
was  falling  off  because  it  was  impossible  to  operate  on  that  route  as 
large  barges  as  could  be  acconnnodated  by  the  Berlin-Hanover  Canal. 
Thus,  in  the  case  of  a  shipment  from  Hanover  to  Stettin  goods  could 
be  handled  from  Hanover  to  Berhn  in  600-ton  barges,  but  at  Berlin 
must  be  transshipped  to  smaller  barges  for  the  remainder  of  the  jour- 
ney to  Stettin.  This  added  so  greatly  to  the  expense  that  the  rail- 
ways were  preferred  and  it  became  necessary  either  to  increase  the 
railroad  facilities  from  Berlin  to  Stettin,  or  else  to  increase  the  capacity 
of  the  waterway.  The  Landtag  was  appealed  to  on  behalf  of  the 
selfish  interest  of  Prussia  to  further  this  project  because  Stettin  is  a 
Prussian  port,  in  competition  with  Hamburg,  an  independent  State, 


408  KEPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

It  was  further  pointed  out  that^if  the  capacity  of  the  waterway  were 
increased  so  that  it  would  accommodate  600-ton  barges  handled  by 
steam  tugs  a  much  larger  proportion  of  the  traffic  would  go  by  water, 
and  there  would  be  a  reduction  in  rates.  Accordingly  the  improve- 
ment was  authorized  in  1905.  It  is  expected  the  improved  route  will 
be  ready  for  business  about  1910  or  1911. 

On  the  new  Berlin-Stettin  Canal  considerable  engineering  difficul- 
ties are  required  to  be  met.  These  necessitate,  among  other  things, 
construction  of  a  new  section  of  canal  about  30  miles  long  northeast- 
ward from  Berlin  on  an  entirely  new  route  in  order  to  reduce  the  num- 
ber of  locks.  At  another  point  a  difference  of  120  feet  in  levels  is 
required  to  be  overcome  in  a  very  short  distance,  and  to  accomplish 
this  the  engineers  have  determined  upon  a  flight  of  5  locks  of  be- 
tween 23  and  24  feet  lift  each.  Between  Berlin  and  Hohensaathen, 
about  60  miles,  is  practically  all  the  difficult  work  on  this  new  route. 
Hohensaathen  is  on  the  Oder,  and  from  there  north  to  Stettin  the 
river  is  already  navigable  for  600-ton  craft.  This  route  will  be  as- 
sured an  immense  traffic.  The  Prussian  authorities  have  calculated 
that  classes  of  goods  which  now  pay  about  85  cents  per  ton  from 
Berlin  to  Stettin  will  pay  only  about  25  cents.  The  confidence  of 
the  Government  that  so  great  a  reduction  can  be  effected  is  not  gen- 
erally reflected  in  the  opinions  of  either  railroad  or  bargemen,  but  all 
agree  that  the  saving  in  freights  will  be  very  important. 

BERLIN-HAMBURG    WATER    ROUTE 

From  Berlin  to  Hamburg  is  one  of  the  most  important  water  routes 
in  Germany.  The  distance  is  about  235  miles,  and  there  are  only  3 
locks,  for  which  charges  are  made.  In  adjusting  the  lock  dues  the 
rule  is  to  make  a  larger  charge  per  lock  on  routes  where  there  are  few 
locks  than  on  those  routes  where  there  are  considerable  numbers. 

For  the  purpose  of  canal  traffic  on  these  important  routes  freight 
is  divided  into  4  classes  according  to  value.  The  more  valuable  goods 
pay  a  higher  lockage  due,  and  the  dues  decrease  as  the  value  of  the 
goods  is  reduced.  A  cargo  of  500  tons  of  wheat  coming  from  Ham- 
burg up  to  Berlin  in  a  500-ton  barge  would  pay  about  $40  in  lockage 
dues. 

In  addition  to  the  classification  of  freight  there  is  also  a  classi- 
fication of  barges,  depending  on  their  construction.  The  more  ex- 
pensive ones  are  allowed  to  take  expensive  classes  of  freight.  The 
cheaper  ones  are  barred  from  accepting  freight  which  might  be  more 
easily  damaged.  One  class  of  craft  in  which  a  large  tonnage  is  moved 
at  some  seasons  of  the  year  are  built  for  a  downstream  trip  only. 
These  are  light  boats,  put  together  very  cheaply  in  Hungary,  and  sent 
down  the  Elbe  with  cargoes  of  fruit,  particularly  apples,  for  the  Ger- 
man markets.  The  upper  reaches  of  the  Elbe  are  not  always  easy  of 
navigation,  and  it  is  found  cheaper  to  use  cheap  crafts  for  this  busi- 
ness, and  on  arrival  at  their  destination  to  knock  them  down  and  sell 
the  material. 

The  one  element  of  real  competition  which  enters  into  transporta- 
tion in  Germany  is  introduced  by  the  waterwaj^s.  Obviously  there 
is  no  railroad  competition,  because  the  States  own  nearly  all  the  rail- 
roads. Likewise,  as  has  been  pointed  out,  the  railroads  are  not  per- 
mitted to  compete  against  the  watenvays  in  a  manner  calculated  to 


WATERWAYS   AND    RAILWAY    TRAFFIC    IN    EUROPE  409 

drive  the  latter  out  of  business.  But  among  the  enormous  number 
of  operators  of  barges  and  boats  there  is  keen  competition.  It  is 
doubtful,  indeed,  if  there  is  much  profit  in  operating  barges,  unless 
by  a  large  concern,  and  in  recent  years  the  tendency  in  tliis  line  of 
enterprise,  as  indeed  in  almost  everything  in  Germany,  has  been  to 
consolidation  and  combination.  Thus,  on  the  Elbe  the.  "United 
Elbe  Shipping  Company"  was  formed  tliree  or  four  years  ago,  bring- 
ing together  3  concerns  that  up  to  that  time  had  been  among  the 
largest  in  that  part  of  the  Empire,  and  which  had  been  in  bitter  com- 
petition. At  times  they  had  attempted  to  perfect  "gentlemen's 
agreements,"  but  these  never  lasted  long  and  were  absolutely  inef- 
fective. The  consolidated  company  has  a  great  fleet  of  towing  steam- 
ers and  barges,  some  of  the  latter  of  1,200  tons  capacitj^.  The  largest 
towing  steamers  will  handle  as  high  as  6,000  tons  of  freight  in  a  single 
tow.  In  addition  the  compan}^  has  its  owti  warehouses,  warehouse 
barges,  and  a  fleet  of  lighters  at  Hamburg. 

The  warehouse  barges  represent  an  interesting  method  by  which 
managers  of  barge  lines  overcome  the  difficulty  in  river  navigation 
caused  by  the  changes  of  water  level.  A  huge  terminal  barge  is 
anchored  in  the  harbor  and  of  course  rises  and  falls  with  the  level  of 
the  stream,  as  affected  either  by  tides  or  the.  changing  volume  of 
water  at  different  seasons.  In  other  cases  warehouses  are  constructed 
with  elevators  or  cranes,  so  that  whatever  the  level  of  the  stream  the 
freight  may  be  taken  directly  from  the  barge  and  stored. 

With  the  progressive  enlargement  of  the  waterways  the  tendency 
has  been  more  and  more  to  employ  steam  power.  Horses  and  mules 
are  used  on  the  smaller  canals  and  still,  to  some  extent,  on  larger 
ones,  but  when  boats  of  300  to  1,200  tons  can  be  used  horses  are 
unable  to  compete  with  steam.  On  the  older  routes,  formed  by  the 
improvement  of  rivers,  a  common  method  of  towmg  was  to  have  a 
towing  chain  lying  along  the  bed  of  the  river  wlhch  boats  going 
upstream  would  pick  up  and  with  steam  power  wind  around  a  drum, 
thus  dragging  the  boat  along.  This  was  long  supposed  to  be  a  very 
satisfactory  method  of  towing  for  what  were  then  regarded  as  the 
larger  craft,  but  as  improvements  deepened  channels  and  reduced 
currents  tliis  method  became  less  desirable  and  the  tendency  has 
been  to  use  paddle-wheel  tugboats. 

Although  an  inland  city,  Berlin  has  been  made  the  center  of  a 
great  water  traffic.  The  tonnage  has  increased  very  fast  since  the 
Spree  was  made  accessible  to  vessels  of  600  tons.  Routes  radiate 
from  Berlin  to  Stettin,  Hamburg,  Lubeck,  Breslau,  and  to  the  upper 
Elbe  by  way  of  the  Ihle  Canal.  This  canal  constitutes  one  of  the 
important  sections  in  the  great  east-and-west  trunk  waterway  that 
has  been  described.  It  connects  the  Oder  and  the  Elbe.  Between 
Berlin  and  east  Prussia  there  is  much  commerce  by  water,  which  will 
be  immensely  increased  as  soon  as  the  improvements  along  the 
Warthe  River  are  complete.  Indeed,  this  route  to  Poland  is  expected 
to  open  a  market  for  a  greatly  increased  proportion  of  German  goods. 

Taking  the  route  from  Berlin  to  Hamburg  b}^  way  of  the  Ihle 
Canal,  the  Havel,  and  the  Elbe,  a  statement  of  the  growth  of  ton- 
nage illustrates  the  possibilities  of  river  and  canal  navigation  between 
great  centers.  In  addition  to  the  great  fleet  of  barges  and  towing 
steamboats  which  ply  on  this  river,  there  is  what  may  be  called  an 
express  freight  service  by  cargo  steamers,  which  run  daily,  leaving 

31673— S.  Doc.  325,  60-1 27 


410  EEPORT    OF    THE   INLAND   WATERWAYS   COMMISSION 

and  arriving  at  fixed  hours,  and  hardly  less  regular  in  their  move- 
ments than  railway  trains.  Tw^enty-five  years  ago  there  were  2  of 
these  steamers,  carrying  less  than  100  tons  each.  It  was  regarded  as 
a  real  achievement,  when  they  were  first  put  on,  to  make  a  trip  each 
way  once  a  week  between  Hamburg  and  Berlin.  There  are  now 
something  like  15  of  these  steamers.  They  carry  as  high  as  300  tons 
each  and  maintain  a  daily  service  each  way.  Not  only  this,  but 
going  downstream  each  of  them  tows  4  or  5  large  barges  and  going 
upstream  they  tow  1  and  sometimes  2. 

WATER    AND    RAIL    RATES 

It  is  not  easy  to  make  general  statements  about  waterway  freight 
rates  because  they  vary  so  much  with  the  condition  of  streams  and 
the  supply  of  freight.  When  the  supply  of  freight  is  large  and  water 
low  freights  get  much  higher,  while  at  times  when  the  freight  supply 
falls  off  and  there  is  plenty  of  water  in  the  streams  rates  almost  reach 
the  vanishing  point.  Speaking  generally,  however,  it  is  stated  that 
from  Berlin  to  Hamburg,  about  250  miles,  rates  vary  from  50  to  75 
cents  per  ton  under  ordinary  conditions  for  more  bulky  and  less 
valuable  goods,  and  get  as  high  as  S2  for  valuable  and  perishable 
freight.  These  figures  are  for  traffic  moving  do^\^l  stream.  The 
rates  upstream  do  not  average  much  higher  except  by  the  express 
steamers,  which  have  been  described.  These  handle  practically 
everything  that  a  fast  freight  train  in  America  would  take,  and  to 
the  apparent  satisfaction  of  business  men.  All  sorts  of  vegetables, 
wheat,  and  even  oranges  are  handled  by  the  express  steamers.  Com- 
petition for  the  orange  business  is  very  sharp  and  sometimes  makes 
the  rates  extremely  low.  Goods  of  this  class  are  taken  by  the  ex- 
press steamers  from  Hamburg  to  Berlin  usually  in  two  days,  but 
in  seasons  when  it  is  impossible  for  the  steamers  to  run  all  night  it 
takes  longer. 

Some  marvels  in  cheap  transportation  have  been  made  possible  on 
this  Berlin-Hamburg  line.  For  instance,  a  great  import  business  in 
grain  comes  through  the  port  of  Hamburg.  At  times  barges  have 
carried  full  loads  of  hundreds  of  tons  of  grain  from  Hamburg  up  the 
river  to  Berlin,  and  even  be3'ond,  absolutely  without  charge,  for  the 
privilege  of  being  towed  up  the  stream.  They  did  this  not  because 
towing  service  was  worth  enough  to  justify  hauling  the  cargo  for 
nothing,  but  because  at  particular  seasons  of  the  year  immense 
amounts  of  beet  sugar  and  other  products  are  moving  from  the  upper 
Elbe  to  Hamburg  for  export,  and  there  is  not  sufficient  towage  ca- 
pacity to  get  the  barges  to  the  upper  river  as  fast  as  they  are  wanted. 
Therefore,  an  empty  barge  might  lie  at  Hamburg  for  many  days 
earning  nothing  and  losing  its  share  of  the  paying  business  in  sugar 
or  lignite.  Under  these  circumstances  it  is  good  business  to  haul  a 
cargo  upstream  for  nothing  in  order  to  get  the  barge  where  it  can 
take  on  the  sugar,  which  is  waiting  for  transportation.  Not  only 
does  the  sugar  pay  good  rates  for  this  movement  to  Hamburg,  but 
in  going  downstream  there  is  practically  no  expense  for  power. 

INTERFERENCE    OF    COLD    AND    DROUGHT 

In  Belgium  and  France  ice  interferes  little  with  navigation  of  the 
inland  waters;  in  France  almost  never.     In  Germany,  on  the  other 


WATERWAYS  AND   RAILWAY   TRAFFIC    IN    EUROPE  411 

hand,  the  dimate  is  much  more  nearly  Hke  that  of  the  northern  United 
States,  and  ahnost  every  winter  there  is  a  period  of  several  weeks  in 
v/hich  water  traffic  is  tied  up.  A  gentleman  who  for  more  than  twenty 
years  had  charge  of  a  large  shipping  business  on  the  German  water- 
ways, said  that  the  longest  suspension  of  traffic  he  had  ever  known 
was  four  months.  That  was  in  the  very  beginning  of  his  experience, 
and  under  modern  conditions  would  not  be  repeated,  because  nowa- 
days the  waterwa^^s  are  larger  and  great  ice-breaking  steamers  are 
employed  to  open  the  way  for  the  cargo  boats.  He  said  that  three 
times  in  his  experience  traffic  encountered  no  tie-ups  throughout  the 
entire  winter;  ordinarily  the  tie-vip  is  from  a  month  to  seven  weeks. 

In  1904  the  great  drought  throughout  Germany,  resulting  in  many 
even  of  the  larger  streams  almost  becoming  dried  up  in  their  beds, 
became  a  real  calamity.  Because  of  the  regular  recurrence  of  the 
winter  suspension  of  the  water  traffic,  business  interests  accommodate 
themselves  to  the  inevitable  and  so  arrange  their  affairs  that  business 
is  not  injured.  But  when,  as  in  1904,  the  streams  almost  go  dry  and 
practically  the  whole  commerce  of  the  country  becomes  dependent 
upon  the  railroads,  the  results  are  very  serious.  Thus  it  came  about, 
curiously  enough,  that  following  the  experience  of  1904,  when  the 
railroads  were  naturally  unable  to  handle  promptly  the  amount  of 
business  oft'ered  them,  many  people  proceeded  immediately  to  violent 
criticism  of  the  railway  management  because  it  could  not  furnish 
cars  and  motive  power  enough  to  meet  requirements.  These  serious 
drought  conditions  have  seldom  been  experienced,  and  as  the  water- 
way system  is  further  perfected  the  effect  of  drought  is  constantly 
less  serious  because  in  the  first  place  better  arrangements  are  made 
for  conserving  the  water,  and  in  the  second  place  the  big  freight 
barges  almost  exactly  fit  the  locks  and  a  remarkably  small  amount 
of  water  will  float  through  a  lock  a  barge  containing  as  much  freight 
as  a  railroad  train  would  carry. 

One  of  the  600 -ton  barges,  which  now  are  common  on  the  best 
waterways,  measures  206  feet  in  length,  25  feet  6  inches  in  breadth, 
and  draws  15J  inches  of  water  when  empty  and  6  feet  when  loaded 
to  its  capacity.  Such  a  barge  costs  in  Germany  about  S8,500.  The 
express  steamers  are  operated  on  the  Elbe  and  Rhine,  and  to  a  less 
extent  on  other  large  rivers.  They  are  handsome  and  well-built  craft. 
One  of  these,  built  especially  for  speed,  and  wlfich  has  never  failed  in 
good  weather  to  make  the  trip  from  Berlin  to  Hamburg  in  forty-eight 
hours,  is  167  feet  long,  21  feet  7  inches  broad,  and  when  carrying  200 
tons  of  freight  and  a  supply  of  coal,  draws  only  4  feet  1 1  inches  of  water. 
It  has  twin-screw  engines  of  220  horsepower,  and  loaded  to  full  capac- 
ity will  go  10  knots  an  hour.  With  2  barges  in  tow,  so  that  the  cargo 
plus  that  of  the  barges  will  aggregate  750  tons,  it  will  make  about  3 
knots  per  hour.  It  requires  a  crew  of  only  6  men,  costs  about  $22,000, 
and  looks  a  good  deal  like  a  small  seagoing  steamer.  This  vessel  rep- 
resents, perhaps,  the  most  perfect  type  yet  developed  for  waterways 
in  Germany. 

THE    TETLOW    CUT-OFF    CANAL 

The  development  of  canal  trade  centering  at  Berlin  has  in  recent 
years  become  so  enormous  that  a  great  congestion  of  freight  and 
barges  threatened  the  same  result  that  has  been  experienced  on  big 
terminals  of  American  railroads.  At  rush  seasons  there  was  so  much 
business  that  it  was  almost  impossible  to  move  boats.     Accordingly 


412  EEPORT   OF   THE   INLAND   WATEllWAYS   COMMISSION 

the  district  council  of  Tetlow,  a  Government  division  to  the  south  of 
BerUn,  conceived  the  idea  of  constructing  a  cut-off  canal  around  the 
city,  so  that  barges  might  move  around  Berlin  and  avoid  the  danger 
of  becoming  entangled  in  the  congestion  there.  A  concession  was 
granted  to  the  Tetlow  authorities  to  construct  this  cut-off  route  and 
they  spent  about  $10,000,000  on  it.  This  is  at  the  rate  of  about 
$400,000  per  mile.  Under  the  terms  of  their  concession  the  Tetlow 
authorities  are  permitted  to  charge  tolls,  wliich  are  already  proving 
highly  remunerative.  In  addition  to  tliis  the  Tetlow  people  conducted 
a  handsome  real-estate  speculation,  buying  up  land  wdiich  became 
valuable  for  industrial  purposes  as  soon  as  the  canal  was  opened.  As 
a  result  they  are  developing  an  important  industrial  district  and  the 
whole  operation  is  assured  success  and  large  profits.  Beyond  this  it 
has  greatly  improved  conditions  of  navigation  at  and  about  Berlin. 

In  order  that  shipping  ma}''  be  protected  against  floods  and  ice  a 
large  number  of  harbors  of  refuge  have  been  constructed,  generally 
by  a  division  of  expense  between  the  state  and  the  local  government 
bodies.  Private  interests  have  constructed  quays  and  wharves  in  the 
cities  and  towns. 

Perhaps  the  most  important  facility  provided  for  accommodating 
and  securing  traffic  for  the  waterways  has  been  the  system  of  so-called 
"light  railways."  As  in  Belgium  and  France,  these  light  railways 
gather  up  traffic  and  bring  it  to  the  termmals  along  the  canals.  The 
problem  of  bringing  freight  to  the  canals  is  not  so  great  as  might  be 
expected,  simph'  because  a  large  proportion  of  the  industry  of  Ger- 
many has  been  built  up  since  the  waterways  were  developed.  A 
manufacturer  intending  to  establish  a  plant  ordinarily  considers  with 
great  care  the  question  of  whether  he  will  desire  most  to  employ  rail 
or  water  transportation.  If  his  business  requires  a  great  c[uantity  of 
a  particular  Idnd  of  raw  material,  as  coal,  cotton  or  some  other  bulky 
article,  he  may  be  expected  to  seek  a  location  convenient  to  a  water 
trunk  line,  from  whicli  at  the  same  time  he  will  be  able  to  secure  a  rail- 
road switching  coi^iection.  This  is  the  ideal  situation  for  a  large 
establishment.  Such  a  concern  can  use  either  kind  of  transportation, 
depending  on  conditions.  Traffic  which  must  be  sent  in  great  haste 
can  employ  express  steamers  or  railroad  cars ;  coal  or  other  raw 
materials  may  be  brought  by  barge.  At  seasons  when  freights  by 
water  are  very  low  it  is  possible  to  lay  in  large  quantities  of  fuel  or 
raw  material  at  a  considerable  saving  m  freights. 

GETTING   FSEIGHT    TO    THE    CANALS 

This  question  of  bringing  freights  to  the  waterways  is  necessarily 
one  of  great  importance.  The  railroad  is  able  at  comparatively  little 
expense  to  give  a  switching  connection  with  any  factory  which  prom- 
ises a  satisfactory  tonnage.  In  England  one  method  which  traders 
allege  was  extensively  practiced  by  the  railroads  in  order  to  put  the 
canals  out  of  business  was  to  deny  facilities,  switching  connections, 
car  supplies,  etc.,  to  industrial  establishments  whicli  to  any  consider- 
able extent  attempt  to  divide  their  business  vnih  the  canals.  But 
when  the  same  interest,  namely,  the  Government,  controls  the  two 
systems  of  transportation  it  becomes  a  com])aratiycly  easy  matter  to 
secure  connections  ^-ith  both  of  them  and  to  divide  the  tonnage  in 
such  manner  as  to  produce  the  most  economical  result. 


WATERWAYS  AND  RAILWAY   TRAFFIC   IN   EUROPE  413 

The  terminal  railroad  so  familiar  in  the  United  States,  which  is  built 
to  handle  the  freight  of  a  great  industrial  establishment  and  to  connect 
it  with  the  tracks  of  the  railways,  has  its  counteipart  in  the  waterway 
scheme  of  Germany.  A  big  plant  often  provides  its  own  canal  termi- 
nals in  the  form  of  private  docks  and  slips  comiecting  with  a  canal  or 
river.  Barges  are  thus  loaded  at  the  private  dock  and  then  floated 
out  upon  the  public  waterway  for  dispatch  to  their  destination.  The 
problem  of  getting  freight  to  the  canals  is  not  nearly  so  serious,  in 
actual  experience,  as  it  has  been  represented  by  some  people  who 
incline  always  to  exaggerate  the  difficulties  of  water  transportation. 

THE    KAISER    WILHELM    CANAL 

The  great  Kaiser  Wilhelm  Canal,  across  the  southern  section  of  the 
Jutland  Peninsida,  was  built  primarily  for  strategic  reasons,  relating 
to  the  handling  of  the  German  navy.  The  expectation  was  that  it 
would  have  comparatively  small  commercial  importance.  It  cost 
about  $38,000,000,  and  almost  from  the  day  of  its  opening  the  mer- 
chant tonnage  passing  tlii'ough  it  greatly  exceeded  all  estimates  that 
had  been  made.  It  has  proved  a  valuable  addition  to  German  com- 
mercial facilities,  and  is  pointed  to  as  one  of  the  most  striking  proofs 
of  the  statement  that  almost  any  great  commercial  facility  will  ulti- 
mately become  profitable.  The  business  goes  where  facilit}'  is  pro- 
vided for  it.  Even  the  Manchester  Ship  Canal  is  now  considered  to  be 
assured  of  ultimately  maintaining  itself  and  paying  the  fixed  charges 
on  the  great  capital  debt  incurred  in  its  construction. 

THE  FRENCH  WATERWAYS  SYSTEM 

Aside  from  Belgium  and  Holland,  probably  a  larger  proportion  of 
all  traffic  is  moved  by  internal  waterways  in  France  than  in  any  other 
European  country.  In  Germany  the  authorities  indicate  that  from  16 
to  20  per  cent  of  the  nation's  internal  traffic,  aside  from  that  which 
moves  over  country  roads,  is  handled  by  the  waterways;  in  France 
the  proportion  is  somewhat  higher  and  may  reach  25  per  cent.  At 
Paris,  Dunkirk,  Lyons,  Havre,  and  other  important  commercial  cen- 
ters the  tonnage  is  now  about  equally  divided  between  rail  and  water. 

In  France,  as  in  other  countries,  it  has  been  necessary  to  protect  the 
traffic  by  water  against  the  ruinous  competition  with  which  enter- 
prising railroad  traffic  managers  threatened  it  when  permitted  to  act 
entirely  on  their  own  initiative.  It  has  already  been  pointed  out  that 
in  a  cut- throat  competition  between  water  and  railways,  the  railways 
have  naturally  the  advantage,  because  they  can  deliver  freight  prac- 
tically everywhere,  while  the  waterways  are  restricted  to  a  much 
smaller  proportion  of  available  markets.  Therefore,  if  permitted  to 
do  so,  the  railroads  can  force  shippers  to  use  their  facilities,  even  at 
competitive  points,  on  pain  of  being  denied  the  most  favored  terms 
at  noncompetitive  points. 

A  number  of  years  ago  some  of  the  French  railroad  managers  under- 
took to  drive  the  canals  out  of  business,  and  but  for  the  vigorous 
measures  which  the  Government  employed,  would  have,  in  a  consider- 
able measure,  accomplished  their  purpose,  xit  present,  however,  the 
serious  possibility  of  such  a  result  is  past,  because  the  uniform  policy 


414  BEPORT    OF    THE   INLAND   WATERWAYS   COMMISSION 

of  government  administration  is  to  develop  the  t\v  o  systems  of  trans- 
portation, in  the  confident  belief  that  on  the  whole  the  best  interests 
of  the  country  will  be  thus  subserved.  French  managers  of  private 
railroad  enterprises  have  devoted  much  effort  at  times  to  convince  the 
]niblic  that  it  is  bad  economy  to  spend  large  amounts  of  public  revenue 
on  waterway  development.  Instead  of  attaining  their  purjDose,  the 
railroads  have  by  this  very  campaign  added  strength  to  the  sentiment 
in  favor  of  direct  Government  operation  of  the  railroads,  and  have 
done  no  small  part  toward  developing  the  public  sentiment  which  has 
made  it  possible  to  expend  much  public  money  in  enlarging  and 
improving  waterways.  In  short,  France  is  plainly  determined  that 
whatever  ma}^  be  showTi  by  railroad  statistics  about  the  comparative 
cost  of  moving  freight  by  rail  and  water,  the  best  method  of  securing 
effective  regulation  of  freight  is  by  development  of  the  waterways. 

RAILWAY    RATES    ARE    HIGHER 

As  a  result  of  the  success  of  some  of  the  railwaj^s  in  securing  control 
of  private  canals  which  were  promptly  deprived  of  a  large  propor- 
tion of  their  toimage,  and  also  because  of  efforts  of  the  railroads  to 
take  business  away  from  publicly  owned  canals  by  cUnt  of  extreme 
competition,  the  railroad  administrative  authorities  some  years  ago 
fixed  a  general  rule  that  railroads  must  charge  a  somewhat  higher  rate 
than  waterways.  From  time  to  time  tliis  has  been  much  modified  in 
particular  cases,  but  the  rule  still  stands  and  the  waterways  are  pro- 
tected by  it  in  their  proportion  of  traffic.  There  is  a  feeling  that 
wliile  the  railroads  probably  could  in  a  comparatively  few  j^ears,  if 
permitted,  take  much  of  the  traffic  from  the  waterways,  the  result  of 
such  a  proceeding  would  necessarily  be  to  increase  the  cost  of  traffic 
by  rail.  In  the  first  place,  like  nearly  all  the  other  railroads  in  the 
world,  at  present, the  French  lines  find  more  trouble  in  moving  the 
traffic  that  is  offered  to  them  than  in  securing  traffic  to  move.  Con- 
sequently if  a  large  proportion  of  the  business  now  moved  by  water 
were  thrown  upon  the  railroads,  the  facilities  of  the  latter  would  soon 
prove  utterly  inadequate,  and  a  great  capital  expenditure  would  be 
necessary  to  enable  them  to  do  the  business.  So  that,  in  the  aggre- 
gate, the  cheapest  transportation  is  believed  to  be  insured  by  the 
utilization  of  both  rail  and  water. 

The  French  waterways  system  is  based  on  improving  rivers  and 
linking  them  by  canals.  The  great  rivers,  which  form  the  basis  of 
this  system,  are  the  Loire,  the  Rhone,  the  Seine,  the  Dordogne,  and 
the  Garonne,  their  various  navigable  tributaries,  and  a  number  of 
smaller  streams  that  haA'e  been  extensively  improved  and  made  useful 
for  navigation.  The  greatest  waterway  enterprise  which  France  has 
undertaken  is  that  connecting  the  Mediterranean  with  the  Bay  of 
Biscay  across  the  southern  part  of  the  country.  For  years  there  has 
been  a  water  connection  through  this  region,  consisting  in  part  of  the 
Garonne,  which  flows  into  the  Bay  of  Biscay  and  is  connected  with 
the  Gulf  of  Lyons  by  a  canal. 

Following  a  considerably  (hn"erent  route,  an  enlarged  canal  is  now 
imder  construction  that  will  be  of  much  greater  commercial  value  and 
possibly  of  military  significance  by  reason  of  allowing  passage  of 
naval  craft.  Despite  great  engineering  difficulties,  o%\ang  to  varia- 
tion injevels,  the  success  of  the  scheme  seems  certain.     As  in  the  case 


WATERWAYS   AND   RAILWAY  TRAFFIC   IN   EUROPE  415 

of  the  Kiel  Canal  in  the  north  of  Germany,  the  strategic  consideration 
has  had  weight ,  but  it  is  expected  that  when  the  canal  is  fuiished  its 
commercial  importance  and  value  will  prove  very  great. 

The  Scheldt,  Moselle,  Meuse,  Somme,  and  Adour  rivers  play  only 
less  important  parts  than  the  streams  already  mentioned.  None  of 
the  French  lakes  is  of  sufficient  size  to  be  particularly  useful  in  the 
transportation  scheme.  The  relation  of  the  rivers  in  the  north  of 
France  to  the  French-Belgian  international  transportation  scheme 
has  been  pointed  out. 

FRENCH    WATERWAYS    REVIVAL 

It  was  during  the  latter  part  of  the  seventh  decade  of  the  last  century 
that  the  French  began  to  be  convinced  that  railroads  should  not  be 
permitted  to  monopolize  internal  transportation.  The  dissatisfac- 
tion with  railroad  facilities  and  rates  was  so  acute  that  even  during 
the  depression  followdng  the  Franco-German  war  more  than 
$50,000,000  was  spent  in  a  very  few  years  in  improving  waterways, 
including  the  important  harbors.  Out  of  this  sum  a  great  work  was 
accomplished  in  the  improvement  of  navigation  on  the  Seine,  leading 
up  to  Paris,  and  the  great  Eastern  Canal  (Canal  de  I'Est)  was  con- 
structed. The  development  of  the  canals  in  the  north  of  France  and 
the  improvement  of  rivers  in  that  section  was  also  carried  to  a  con- 
siderable extent  during  tins  period. 

The  results  of  these  works  so  w^ell  satisfied  the  country  that  in  the 
latter  part  of  the  seventies  a  programme  was  taken  up  for  developing 
the  waterways  in  systematic  fashion.  It  was  proposed  to  secure  the 
largest  possible  mileage  of  water  routes  connected  throughout  and 
fitted  to  carry  large  barges  of  uniform  size  and  construction.  It  was 
contemplated  that  these  first-class  water  routes  should  be  available 
for  barges  of  300  tons,  and  should  have  a  minimum  depth  of  6  feet 
7  inches,  with  locks  of  minimum  length  127  feet  and  minimum  width 
39  feet. 

In  the  next  ten  years  nearly  $100,000,000  w^as  spent  on  this  project, 
and  the  mileage  of  waterways  of  this  type  was  increased  from  less 
than  1,000  to  3,000  miles.  Most  of  this  expansion  was  in  the  improve- 
ment of  rivers,  but  no  less  than  401  miles  of  new  canals  were  built. 
The  Eastern  Canal  was  completed,  and  an  important  connection  was 
constructed  between  the  Oise  and  the  Aisne  m  order  to  connect  the 
Department  du  Nord,  where  there  are  important  coal  fields, with  the 
eastern  industrial  region  by  a  more  direct  route  than  had  theretofore 
been  available. 

The  port  of  Havre  had  been  conducting  much  of  its  business  at  a 
disadvantage  because  the  water  craft  on  the  Seine  from  Paris  to  Havre 
were  required  to  pass  into  the  estuary  of  the  Seine,  where  the  waters 
were  frequently  so  boisterous  as  to  make  the  operation  difficult  and 
dangerous.  Accordingly,  to  avoid  the  necessity  that  these  smaller 
river  craft  should  navigate  the  tidal  water  of  a  great  estuary,  a  canal 
was  constructed  from  Havre  to  Tancarville,  paralleling  the  lower 
reaches  of  the  Seine,  through  wliich  the  river  boats  might  pass  and 
avoid  the  lower  river. 


416  REPOET    OP   THE   INLAND   WATERWAYS    COMMISSION 

DIFFERENT    METHODS    OF    IMPROVING    RIVERS 

The  Rhone  River,  wliich  has  its  source  in  the  Swiss  Alps  and  runs 
throughout  the  important  part  of  its  course  nearly  south  in  south- 
western France,  empt^dng  into  the  Gulf  of  Lyons,  has  presented  one 
of  the  most  difficult  problems  wliich  French  waterway  engineers 
have  had  to  meet.  It  is  the  swiftest  of  the  large  French  streams, 
and  in  many  places  there  were  rapids  wliich  made  navigation  impos- 
sible during  most  of  the  year,  until  after  great  improvement  works 
had  been  carried  out.  On  these  works  a  great  deal  of  money  has 
been  expended.  The  water  has  been  confined  into  a  narrow  channel 
deepened  by  means  of  longitudinal  dams ;  then,  in  order  to  conserve 
the  supply  and  reduce  the  current,  transverse  dams  have  been  em- 
ployed where  needed.  The  Rhone,  as  a  result  of  these  improvements, 
presents  a  fine  type  of  what  may  be  properly  called  the  canalized 
river.  Throughout  the  more  important  part  of  its  length  a  depth 
of  4  to  6  feet  is  secured,  practically  throughout  the  entire  year,  and 
most  of  the  time  a  great  depth  is  available.  Thus  a  stream  that 
naturally  was  almost  worthless  for  navigation  has  been  converted 
into  an  important  waterway. 

The  Seine  yielded  more  readily  to  the  purposes  of  the  engineers, 
for  its  current  was  slower  and  volume  larger.  Craft  drawing  9  to  10 
feet  of  water  now  operate  in  great  numbers  from  Paris  down  to  Rouen, 
about  150  miles,  throughout  the  year;  while  from  Rouen  to  the 
mouth  of  the  stream  a  still  greater  draft  is  possible. 

On  some  of  the  French  streams  the  engineers  have  employed  in 

E laces  a  method  of  improvement  whose  efficacy  was  at  first  doubted, 
ut  which  has  been  developed  to  remarkable  success.  It  was  not 
always  practicable  to  build  permanent  works  paralleling  the  channel 
for  the  purpose  of  confining  the  waters  and  increasing  the  depth, 
because  in  seasons  of  high  water  these  were  an  obstacle  to  navigation, 
and  moreover,  it  was  impossible  to  make  them  so  substantial  that  they 
would  not  be  destroyed  by  the  current.  So,  for  reaches  where  a 
method  of  confining  the  water  in  a  narrow  channel  during  a  season 
of  low  water  was  absolutely  necessary,  movable  lateral  dams  or  bar- 
rages were  built,  which  confine  the  water  and  increase  its  depth  in  dry 
season,  and  can  be  removed  so  as  not  to  obstruct  the  channel,  or  be 
destroyed  in  times  of  high  water. 

The  locks  on  the  northern  streams  and  canals  have  been  reduced  to 
the  smallest  possible  number  consistent  with  maintaining  a  proper 
depth  of  water,  and  many  have  been  built  so  large  that  it  is  possible 
for  a  towing  steamer  with  a  train  of  barges  to  be  accommodated  in 
a  lock. 

THE    CANAL   DE    l'EST 

The  Eastern  Canal  follows  along  the  eastern  frontier  of  France, 
from  Gibet  on  the  Belgium  frontier  along  the  Meuse  River,  reaciiing 
its  farthest  eastern  point  at  Golbey;  thence  it  nms  in  a  southwesterly 
direction  along  the  Saone  River  to  Chalon  sur  Saone,  thence  follow- 
ing the  Saone  south  to  Lyons.  At  Lyons  the  Saone  empties  into  the 
Rhone,  and  from  here  to  the  Gulf  of  Lyons  the  Rhone,  improved  as 
already  described,  is  used. 

This  so-called  Canal  de  TEst.  is  really  only  in  small  part  a  canal. 
It  includes  the  improved  courses  of  the  Meuse  and  Saone,  connected 


WATERWAYS   AND   RAILWAY  TRAFFIC   IN   EUROPE  41 7 

by  canal.  Tliis  route  has  a  total  length  of  268  miles.  It  cost  about 
$20,000,000  and  is  rated  one  of  the  cheapest  waterways  in  France. 

On  the  other  hand,  the  canal  paralleling  the  estuary  of  the  Seine 
from  Tancarville  to  Havre,  although  less  than  16  miles  long,  cost 
$5,000,000,  being  one  of  the  expensive  pieces  of  work. 

The  Marne  is  connected  with  the  Saone  by  a  canal  nearly  100  miles 
long,  costing  nearly  $20,000,000;  and  about  $20,000,000  has  been 
spent  >.on  the  improvement  of  the  Rhone  fi'om  Lyons  to  the  ^lediter- 
ranean,  a  distance  of  some  200  miles.  Since  the  general  scheme  of 
unifying  the  waterways  was  taken  up  in  1878  the  expenditures  on  the 
Seine  from  Paris  to  Rouen,  about  150  miles,  have  aggregated  to  date 
about  $150,000  a  mile. 

PRESENT    PROGRAMME    OF    IMPROVEMENTS 

Four  or  five  years  ago  the  Government  set  at  work  on  a  scheme  of 
further  improvement,  contemplating  the  expenditure  of  nearly 
$100,000,000  on  new  canals  and  river  improvement.  The  Senate  cut 
the  immediate  programme  in  half,  but  it  is  expected  that  the  whole 
will  ultimately  be  carried  out.  Part  of  the  w^ork  has  been  accom- 
plished, but  the  large  proportion  is  still  under  construction.  There  are 
to  be  additional  works  on  the  Seine  and  the  Rhone,  by  which  the  Rhone, 
in  particular,  is  to  be  much  further  improved,  so  as  to  give  greater 
depth.  Over  $25,000,000  will  probably  be  required  in  carrying  out 
plans  for  the  Canal  du  Nord-Est,  which  will  improve  the  water  commu- 
nication between  Dunkirk,  the  coal  fields  of  the  north  and  the  indus- 
trial section  of  the  east.  The  Loire  River,  which  empties  into  the 
Atlantic  about  midway  of  the  western  coast  of  France,  and  by  which 
navigation  can  be  carried  far  into  the  interior  of  the  country,  is  being 
connected  with  the  Rho'ne  by  a  canal  80  miles  long  that  will  cost 
about  $25,000,000.  Tliis  canal  would  be  of  httle  value  without 
extensive  improvement  of  na\dgation  on  the  Loire,  which  constitutes 
part  of  the  programme.  Without  these  the  economical  navigation 
of  the  river  would  be  impossible  farther  inland  than  Orleans.  The 
stream  is  to  be  improved,  however,  both  below  and  above  Orleans. 
When  these  works  are  carried  out,  it  will  be  possible  to  navigate  from 
the  Atlantic,  at  the  mouth  of  the  Loire,  through  the  interior  of  France 
to  the  mouth  of  the  Rhone  on  the  Mediterranean.  This  route  will  be 
a  very  long  one,  and  must  not  be  confused  with  the  shorter  one,  to 
wliich  reference  has  been  made  above. 

For  a  variety  of  reasons  methods  of  traction  on  French  canals  have 
not  improved  so  much  as  on  the  German.  Horsepower  is  more 
extensively  used  in  France  now  than  in  Germany,  and  on  some  of  the 
rivers  which  have  difficult  currents  the  towing  chain  is  employed. 
Nevertheless,  the  use  of  steam  tugboats  has  increased  rapidly  in 
recent  years,  and  as  the  capacity  of  the  waterways  becomes  larger 
steam  is  crowding  out  more  primitive  means  of  propulsion. 

The  Seine  is  the  most  important  waterway  in  France.  From 
Paris  traffic  destined  for  the  north,  by  way  of  the  water  routes  which 
serve  the  northern  provinces  and  connect  with  the  Belgian  system, 
goes  through  the  Seme  to  make  its  connection  \vith  tliis  northern  sys- 
tem, while  traffic  to  the  west  by  way  of  Rouen  and  Havre  likewise 
uses  the  Seine.  Tonnage  on  this  stream  in  twenty  years  nearly 
tripled,  wliile  the  average  rates  charged  on  it  fell  20  to  25  per  cent. 


418  EEPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

By  far  the  most  important  water  traffic  in  France  is  in  the  section 
from  Paris  northward.  In  this  region  again  there  is  a  similarity  be- 
tween France  and  Germany.  The  rivers  of  tlie  south  of  France,  for 
topographical  reasons,  do  not  adapt  themselves  so  readily  to  naviga- 
tion, and  moreover  there  is  no  possibility  of  uniting  them  with  the 
systems  of  other  countries,  to  promote  international  traffic.  On  the 
other  hand,  the  waterways  of  the  north  of  France  handle  a  maximum 
of  import  and  export  business  from  and  to  Belgium,  Holland,  and 
Germany,  as  well  as  to  the  world  overseas  through  the  ports  along 
the  English  Channel. 

CANAL    TRAFFIC    GROWS,    AS    DOES    ALSO    RAIL    TRAFFIC 

Since  the  definite  inauguration  of  the  large  and  systematic  scheme 
of  waterway  improvements  in  1878,  the  proportion  of  French  traffic 
handled  by  the  waterways  as  compared  to  the  railroads  has  steadily 
grown.  The  railways  have  indeed  enjoyed  a  very  great  increase  in 
business,  but  the  growth  of  tonnage  on  the  waterways  has  been 
greater  in  proportion  than  on  the  railways.  It  is  beheved  by  some 
French  authorities  than  when  the  gi'eat  scheme  of  improvement  on 
wliich  the  country  is  now  at  work  has  been  completed,  the  tonnage  of 
the  canals  and  rivers  may  reach  one-third  of  the  total  freight  move- 
ment of  the  Republic. 

The  French  policy  in  iinancing  waterway  improvements  has  devel- 
oped along  lines  parallel  to  those  wliich  mark  the  latter-day  German 
opinion  on  this  subject.  Originally,  when  the  Government  took  up 
vigorously  thp  proposal  to  better  the  waterways,  it  was  the  intention 
to  make  them  all  toll  free.  This  prevailed  for  a  long  time.  Likewise, 
the  local  governmental  authorities  were  seldom  called  upon  for  impor- 
tant contributions  to  the  expense. 

But  more  recently,  as  the  investments  in  waterways  have  become 
larger,  and  as  the  voice  of  protest  has  been  raised  from  those  regions 
which  object  to  being  taxed  for  waterways  built  in  distant  parts,  the 
plan  has  been  favored  of  di^^dmg  the  cost  between  the  Government 
and  the  cities  or  departments.  In  some  cases,  the  plan  for  doing  this 
has  been  very  similar  to  that  already  described  in  connection  with  the 
German  waterways,  namely,  of  having  the  Government  find  capital 
and  carry  out  the  improvements,  on  condition  that  the  local  govern- 
mental division  guarantee  certain  maintenance  charges  and  interest. 

The  later  policy  in  France  is  to  exact  tolls  for  use  of  waterways, 
particularly  canals.  This  system  of  charges  is  not  yet  fully  devel- 
oped, and  there  is  much  protest  against  it.  It  is  by  no  means  certain 
WTiether  ultimately  the  scheme  of  charging  tolls  will  be  kept  in  general 
effect.  In  any  case,  the  tolls  thus  far  imposed  have  generally  boon 
moderate,  and  proportionate  to  the  number  of  locks  or  other  works 
on  the  routes. 

COMPETITIVE    METHODS    OF    RAILWAYS 

Reference  having  been  made  to  the  fact  that  in  periods  of  unre- 
strained competition  between  railroads  and  waterways  the  railroads 
have  been  able  to  come  out  victorious,  it  is  fair  to  explain  that  com- 
petitive methods  were  often  employed  by  the  railroads  such  as  would 
not  be  permitted  at  all  in  the  Ignited  States.  For  instance,  the  illus- 
tration may  be  used  of  a  manufacturer  located  so  that  he  can  divide 


WATERWAYS  AND  EAILWAY   TKAFFIC   IN   EUROPE  419 

his  freight  between  the  rail  and  water  routes.  There  is  another 
manufacturer  m  the  same  hne,  whose  factory  is  at  some  distance 
from  water  connection,  but  who  has  raihoad  switching  facihties. 
The  manufacturer  who  enjoys  the  double  facility  divides  his  business, 
while  the  one  who  has  only  railroad  connection  sends  and  receives 
his  entire  tonnage  by  rail.  The  railroad  manager  concludes  to  com- 
pel the  movement  of  all  the  traffic  from  both  factories  by  rail.  Accord- 
ingly, he  proposes  to  the  manufacturer  whose  business  he  already 
monopolizes  to  give  preferential  rates  to  his  products,  as  against  those 
of  the  manufacturer  who  is  dividing  his  tonnage.  As  the  railroad 
can  reach  all  markets,  while  the  waterway  can  reach  only  a  portion 
of  them  the  manufacturer  who  thus  has  the  benefits  of  preferential  rail 
rates  enjoys  a  great  advantage.  The  result  is  that  the  competitor 
can  be  forced  to  give  his  entire  business  to  the  rail  route.  In  inves- 
tigations of  competition  between  railroads  and  canals  it  has  been 
brought  out  that  these  exact  methods  have  been  frequently  em- 
ployed. 

One  of  the  means  adopted  by  the  railroad  administrative  author- 
ities to  prevent  this  sort  of  thing  was  the  requirement  that  if  a  rail- 
road reduced  its  rates  for  the  purpose  of  attracting  the  tonnage  of  a 
particular  establishment,  then  it  must  make  the  same  reduction  as  to 
the  business  of  all  other  establishments  similarly  located.  In  other 
words,  the  giving  of  special  preferences  for  the  express  purpose  of 
taking  traffic  from  the  waterways  was  forbidden.  This  regulation 
alone  has  had  a  great  influence  in  saving  the  water  routes  from  unfair 
competition  by  the  railroads.  A  number  of  years  ago  the  Midi 
Railway  system  and  the  Canal  du  Midi  engaged  in  a  bitter  competition 
for  traffic,  which  resulted  in  a  complete  victory  for  the  railroad,  to 
which  the  canal  was  finally  leased.  The  result  which  followed  was 
exactly  what  has  followed  in  similar  circumstances  in  Great  Britain 
and  the  United  States — the  railroad  took  the  business.  Later, 
pressure  enough  was  brought  to  bear  to  compel  the  cancellation  of 
the  lease,  and  the  canal  was  once  more  in  business. 

Despite  the  difficulties  of  navigation  of  the  Rhone,  and  the  neces- 
sity of  increasing  the  depth  and  deceasing  the  current,  the  cost  of 
moving  freight  on  this  stream  is  very  reasonable.  The  railways 
competing  with  this  route  have  been  compelled  to  lower  their  rates, 
and  indeed  for  a  long  period  the  tendency  in  practice  has  been  toward 
reduction  of  freight  tariffs,  though  at  present,  as  in  the  United  States, 
the  increasing  cost  of  wages  and  of  all  kinds  of  supplies  has  operated 
to  prevent,  for  the  time  being  at  least,  further  reduction.  But  there 
is  no  doubt  that  transportation  rates,  as  a  whole,  are  decidedly  lower 
in  France  to-day  by  reason  of  the  development  of  waterways.  This 
is  true  notwithstanding  that  it  has  been  found  necessary  to  protect 
waterways  against  the  ruinous  competition  which  railroads  would 
have  been  glad  to  force  upon  them. 

THE    PORT    OF    NANTES 

The  port  of  Nantes,  in  its  relation  to  the  navigation  of  the  Loire, 
has  afforded  a  good  illustration  of  the  benefits  arising  from  improving 
inland  navigation.  Nantes  is  the  seat  of  an  important  sugar-refining 
industry,  which  twenty-odd  years  ago  was  found  to  be  suffering 
severely  because  of  the  need  of  a  waterway  for  sea-going  vessels  which 


420  KEPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 

would  enable  them  to  come  up  from  the  mouth  of  the  Loke  to  the 
city.  At  first,  improvement  of  the  river  was  undertaken  by  process 
of  dredging  it  to  a  great  depth,  and  then  a  great  canal  for  ocean- 
going vessels  was  undertaken  to  enable  ships  drawing  up  to  19  feet  of 
water  to  go  up  to  the  city.  As  soon  as  this  canal  was  opened  there 
was  a  large  increase  in  the  tonnage  and  a  great  improvement  in 
general  industrial  conditions  at  Nantes.  The  tonnage  of  the  port 
greatly  increased,  and  likewise  the  traffic  of  the  railroads  showed  an 
immense  improvement.  In  ten  years  the  water  tonnage  handled  at 
Nantes  was  multiplied  by  tlixee  and  a  half.  The  city's  industry  was 
saved  from  impending  ruin,  which  would  have  caused  inestimable 
losses  to  owners  of  all  classes  of  property  there. 

The  port  of  Marseilles,  one  of  the  most  important,  if  not  the  most 
important,  in  France,  some  years  ago  felt  the  need  of  a  direct  inland 
water  connection  with  the  Rhone,  whose  mouth  is  about  40  miles 
west  of  the  city.  Accordingly  a  project  was  developed  for  the  con- 
struction of  such  a  waterway,  so  that  barges  from  the  Rhone  might 
pass  directly  to  Marseilles  without  either  entermg  the  Gulf  of  Lyons 
or  transshipping  overland.  An  arrangement  was  made  by  which  the 
expense  of  this  improvement  should  be  borne  jointly  by  the  national 
government  and  the  city.  This  illustrates  the  tendency  to  adopt  the 
German  system  of  dividing  expense  between  the  State  and  the  inter- 
ested localities.  In  both  Germany  and  France  the  impression  is  that 
this  method  is  likeh^  to  result  in  a  more  rapid  extension  of  the  water- 
ways system.  The  political  objections,  which  were  naturally  urged 
against  large  expenditures  by  the  State  for  the  benefit  of  limited 
localities,  lose  much  of  their  force  when  the  expense  is  divided  in  this 
fashion. 

There  is  also,  in  recent  years,  a  tendency  in  France  to  provide, 
partly  by  imposition  of  tolls  and  partly  by  exacting  financial  guaran- 
ties from  interested  localities,  for  the  ultimate  repa3^ment  of  the 
money  invested  in  making  these  unprovements. 

In  the  consideration  of  any  great  scheme  of  improving  the  water 
highways  of  the  United  States,  especially  the  rivers,  it  would  seem 
that  carefid  study  ought  to  be  made  of  this  plan  of  requiring  the  local- 
ities to  show  their  interest  in  the  enterprise  by  substantial  financial 
contributions.  At  least,  it  would  seem  that  there  is  merit  in  enforc- 
ing a  requirement  that  cities  provide  terminal  and  harbor  facilities  if 
the  government  bears  the  burden  of  improving  the  waterway. 

THE  INLAND  WATERWAYS  OF  AUSTRIA-HUNGARY. 

During  the  last  half  of  the  last  century  there  was  expended  on 
the  river  improvement  and  development  of  Austria,  exclusive  of 
Hungary,  rather  more  than  $100,000,000.  Even  this  was  regarded  as 
practically  only  marking  the  beginning  of  the  real  modernization  of 
these  works.  Accordingly  in  1901  a  scheme  of  expansion  was  inau- 
gurated and  provision  was  made  by  legislation  for  the  expenditure  of 
about  SoO,000,000  on  further  river  improvement  and  canals.  Of  this 
amount,  onc-tliird  was  to  be  devoted  to  the  rivers — widening,  deep- 
ening, and  regulating  their  currents — and  two-thirds  to  building 
canals  of  modern  size.  After  the  money  was  provided  there  was  a 
long  delay,  owing  to  the  desire  of  the  Government's  engineers  care- 


WATERWAYS    AIs'D    liAlLWAY    TKAi'i'JC    JN    EUKUPE  421 

fully  to  study  the  situation  and  to  experiment  with  the  flow  of  water 
courses,  etc.,  in  order  to  acquire  a  large  fund  of  basic  information  to 
guide  their  work.  Only  recently  has  the  work  of  actual  construction 
contemplated  under  this  appropriation  been  seriously  inaugurated. 

This  project  is  regarded  as  in  no  way  conclusive;  the  Government 
designs  when  this  expenditure  has  been  made  to  place  another  great 
sum  at  the  disposal  of  the  department  of  public  works  for  more  work 
of  the  same  kind. 

The  Hungarian  Parliament  has  been  hardly  less  generous  in  its  pro- 
vision for  waterway  improvements.  After  spending  about  $40,000,- 
000,  chiefly  on  rivers,  very  little  having  thus  far  been  devoted  to 
canals,  Hungary  also  is  making  provision  for  further  development  of 
its  system  m  harmony  with  the  plans  of  the  Austrian  division  of  the 
dual  monarchy.  In  both  these  countries  the  railroads  are  mainly 
State  owned,  and  just  as  in  Holland,  Germany,  France,  Belgium,  and 
other  countries,  it  is  now  the  settled  and  unquestioned  policy  of  the 
Government  to  devote  something  like  equal  attention  to  the  two  par- 
allel sj^stems  of  transport. 

THE    DANUBE    AND    THE    MISSISSIPPI    COMPARED 

A  great  portion  of  the  navigable  length  of  the  Danube  River  is  in 
the  Austro-Hmigarian  Empire.  This  is  not  only  one  of  the  world's 
greatest  rivers  by  reason  of  its  length  and  volume,  but  there  are  few 
which  can  compare  with  it  for  commercial  significance.  Latter-day 
Austrian  policy  has  looked  largely  to  the  east  and  southeast  of  Europe 
for  development  of  Austrian  commerce,  and  to  the  great  Danube, 
which  is  to  southeastern  Europe  what  the  Mississippi  is  to  the  central 
valley  of  North  America  or  the  Yangtze  to  the  great  plains  of  south- 
ern China.  If  development  of  the  Danube  and  its  great  navigable 
tributaries  produces  the  results  for  wliich  the  Austria-Himgary  Gov- 
ernment hopes,  tliis  waterway  system  will  one  day  carry  the  com- 
merce of  industrial  Austria  not  only  to  the  south-of-Europe  States 
of  Bulgaria,  Roumania,  Servia,  Turkey,  and  Greece,  but  will  become 
the  liighway  of  a  world  trade  that  will  reach  to  Russia,  Asia  ^Minor, 
and  the  whole  East.  Nowhere  has  the  picture  of  future  commercial 
development  been  painted  in  brighter  colors  than  by  those  Austrian 
statesmen  who  believe  their  great  river  is  not  only  to  be  the  means 
of  permanently  and  securely  cementing  together  the  elements  of  the 
Empire,  but  is  to  make  the  firmly  united  Austria  of  the  futm*e  a 
workshop,  from  whence  shall  go  forth  a  great  volume  of  manufac- 
tured goods  to  all  the  near  East. 

The  Danube  is  1,800  miles  long  and  is  navigable  from  its  mouth  in 
the  Black  Sea  well  into  the  interior  of  Germany.  Beyond  this  it  is 
connected  with  the  Rliine  by  a  small  canal,  wliich  is  to  be  enlarged  to 
the  utmost  capacity  that  water  supply  and  other  ph^^sical  conditions 
will  permit. 

A  study  of  the  maps  of  Europe  and  North  America  suggests  a 
striking  parallel  between  the  relation  of  the  Danube  to  southern 
Europe  and  that  of  the  Mississippi  to  North  America.  The  Danube 
has  its  great  navigable  tributaries,  as  the  Mississippi  has.  Each 
drains  an  Empire  of  splendid  fertility  and  resource.  The  Black  Sea, 
into  which  the  Danube  empties,  in  this  comparison  corresponds  to  the 


422  KEPORT    OF    THE   INLAND   WATERWAYS    COMMISSION 

Gulf  of  Mexico.  On  the  shores  of  the  Black  Sea  and  accessible  to  the 
commerce  of  the  Danube  are  the  ports  of  a  half-dozen  countries,  gate- 
ways to  unlimited  markets.  Likewise,  the  Mississippi  and  the  Gulf 
constitute  the  highway  and  the  open  door  to  the  trade  of  Mexico, 
Central  and  South  America,  and  the  West  Indies. 

Austria's  navigable  waters  aggregate  something  like  4,000  miles  in 
length,  and  include,  in  addition  to  the  Danubian  system,  a  section  of 
the  Elbe  in  Bohemia,  about  200  miles  long,  one  part  of  wliich  has  not 
yet  been  made  navigable  for  steamboats,  but  wliich  is  included  in  the 
scheme  of  improvement.  The  Moldau,  a  Bohemian  tributary  to  the 
Elbe,  has  also  been  extensively  improved  in  connection  with  the  work 
on  the  Elbe. 

WORKS    AT    THE    "  IRON    GATES" 

The  most  serious  obstacle  to  navigation  of  the  Danube  is  at  Orsova, 
in  the  extreme  southeastern  part  of  Hungary,  just  before  the  stream 
enters  Roumania.  The  stream  here  passes  through  a  course  of 
rapids  and  cataracts,  the  "Iron  Gates"  presenting  the  most  serious 
menace  to  navigation.  The  stream  passes  tlu-ough  a  remarkable 
formation  of  rocks,  and  the  channel  is  very  swift  and  dangerous. 
Immense  amounts  of  money  have  been  spent  for  the  control  and 
improvement  of  the  river  in  tliis  section,  the  works  that  have  been 
built  being  among  the  most  remarkable  of  the  kind  ever  undertaken. 
Tolls  are  exacted  for  the  use  of  the  new  channel  at  the  iron  gates,  this 
being  the  only  place  in  Austria-Himgary  where  tolls  are  levied  for 
the  navigation  of  a  river. 

The  improvement  made  by  the  Hungarian  Government  at  this 
point  cost  nearly  $10,000,000.  As  the  navigation  of  the  Danube  was 
guaranteed  free  to  various  nations  under  treaty  arrangements  it  was 
necessary,  before  tolls  could  be  charged,  to  have  a  treaty  stipulation 
to  that  effect.  Accordingly,  in  the  treaty  of  Berlin,  provision  is  made 
for  such  tolls,  designed  to  pay  for  the  maintenance  of  the  works,  and 
ultimately  to  amortize  the  State's  investment  in  them.  These  tolls 
as  yet  amount  to  much  less  than  the  annual  interest  on  the  loan  plus 
the  cost  of  maintaining  the  works.  The  deficit  is  made  up  by  the 
Government  of  Hungary. 

In  general  the  Austro-Hungarian  policy  in  river  improvements  has 
been  to  divide  the  cost  between  the  general  government  and  the  cities 
or  districts  immediately  concerned.  Various  divisions  have  been 
agreed  upon  in  different  cases.  It  will,  of  course,  be  understood  that 
the  Hungarian  Parliament  has  entire  control  of  these  matters  in 
Hungary  and  the  Vienna  I-iegislature  in  Austria  proper. 

In'^ addition  to  something  like  $40,000,000  which  the  Hungarian 
Government  expended  in  river  improvement  during  the  last  half  of 
the  last  century,  nearly  $70,000,000  has  been  invested  by  various 
river  improvenient  organizations  in  lIungar3^  The  investment  of 
$10,000,000  at  the  "  Iron  Gates"  is  also  in  addition  to  the  $40,000,000 
already  mentioned;  so  that  the  total  of  these  investments  in  Hungary 
will  pass  the  $100,000,000  mark,  and  brings  up  a  round  total  for  the 
dual  monarchy  of  over  $200,000,000.  This,  in  turn,  while  represent- 
ing a  period  between  forty  and  fifty  years,  by  no  means  covers  the 
entire  expenditure  from  which  navigation  derives  benefits;  for  no 
inconsiderable  amount  of  work  was  done  prior  to  the  middle  of  the 
last  century. 


WATERWAYS    AND    RAILWAY    TRAFFIC    IN    EUROPE  423 

DEVELOPMENT    OF    TRAFFIC 

As  a  result  of  the  modernization  of  works  the  increase  of  waterway 
tonnage  that  was  to  be  expected  has  been  taking  pkice.  In  twenty 
years  the  water  tonnage  of  Hungary  has  approximately  doubled,  and 
in  Austria  the  increase  has  been  in  even  larger  proportion.  Thus  in 
the  five  years  endino;  with  1890  the  Danube  Steamship  Navigation 
Company,  the  most  important  on  the  Austrian  section  of  the  river, 
handled  1,203,000  tons  of  trallic,  while  in  the  single  year  1900,  after 
improvements  had  been  made,  it  handled  1,503,000  tons;  in  other 
words,  the  tonnage  for  a  single  year  was  much  larger  than  for  five 
years  at  the  earlier  period.  Since  1900  it  has  been  steadily  increasing, 
and  is  now  probably  2,000,000  tons  annually.  These  figures  are 
fairly  illustrative  of  the  development  of  this  traffic  in  Austria. 

The  golden  age  of  water  commerce  in  Austria-Hungary,  however,  is 
still  in  the  future.  Splendid  projects  of  commercial  development, 
based  on  the  idea  of  extending  Austrian  trade  into  all  the  Near  East, 
with  the  Danube  as  its  chief  artery,  are  in  contemplation;  and  as 
waterways  are  further  improved  the  growth  of  business  constantly 
justifies  the  expenditure. 

THE  WATERWAYS  OF  HOLLAND 

Of  all  European  countries  Holland  alone  presents  a  situation  in 
which  the  railroads  have  required  to  be  protected  against  the  compe- 
tition of  canals  in  order  that  they  might  continue  in  business.  Hol- 
land thus  reverses  the  rule  which  applies  to  other  countries. 

There  are  two  or  three  reasons  for  the  great  advantage  the  water- 
ways have  always  enjoyed  in  Holland.  In  the  first  place,  railroad 
development  was  remarkably  slow  in  Holland,  because  for  many  years 
after  other  countries  had  engaged  extensively  in  railroad  construc- 
tion Holland  was  not  impressed  with  the  necessity  for  adopting  the 
new  method  of  transport.  The  Dutch  waterway  system  was  exten- 
sive, reached  to  a  very  large  part  of  the  flat  country's  area,  and  was 
cheap.  Thus  railroads,  during  the  earlier  period  when  railroads  were 
short  local  lines,  found  competition  severe  and  were  far  from  profit- 
able. This  experience  discouraged  capital  from  ambitious  essays  in 
railroading. 

But  Holland  at  last  found  that  it  could  not  rely  on  waterways  alone 
because  international  commercial  relations  were  too  important,  and 
its  waterways  could  not  keep  it  in  commercial  touch  with  Germany, 
Belgium,  France,  and  the  rest  of  Europe.  Other  countries  had  devoted 
their  energies  to  railroads,  and  the  great  international  waterway 
scheme  which  is  now  so  important  in  western  and  northwestern 
Europe  was  only  rudimentary.  In  order  to  get  into  touch  with  its 
neighbors  Hollanfl  was  forced  to  undertake  railroad  builcHng,  and  as 
private  capital  was  too  wary  the  Government  constructed  the  new 
roads. 

RAILROADS    RENEWED    PROSPERITY 

The  commercial  development  and  expansion  following  the  State's 
enterprise  in  railroad  building  have  justified  the  policy.  Before  the 
new  railroads  were  opened  some  sections  of  Holland  wliich  had 
once  been  industrially  important  had  become  almost  dormant  by 


424  KEPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

reason  of  their  isolation.  The  Dutch  Government  built  railroads  not 
with  the  expectation  that  they  would  be  profitable  as  investments,  but 
because  they  were  seen  to  be  absolutely  necessary  to  save  the  country 
from  industrial  decadence.  They  have  served  this  purpose,  but  they 
have  never  been  profitable.  The  policy  was  to  construct  the  road- 
wa3^s  with  money  raised  by  the  pledge  of  the  State's  credit,  and  to 
lease  these  to  private  companies  for  operation.  The  private  con- 
cerns in  the  main  provided  equipment,  but  did  not  guarantee  the 
fixed  charges  on  the  Government's  investment.  If  they  had  been 
required  to  do  this,  they  would  soon  have  become  bankrupt,  for  the 
development  of  international  traffic  was  slow  and  the  railroads  found 
themselves  unable  to  take  from  the  canals  anj  great  proportion  of 
the  tonnage,  Holland  was  thus  the  only  country  in  wliich  the  State 
provided  both  rail  and  water  highways  substantially  free  of  capital 
charge. 

In  the  main  the  waterways  were  toll  free.  The  only  charge  for 
their  use  was  that  of  the  boats  and  barges.  The  railroads'  situation 
was  quite  similar,  because  the  Government  was  compelled  for  many 
years  to  pa}^  most  of  the  interest  on  their  capital  debts.  For  a  long 
time,  and  until  very  recent  years,  the  private  companies'  payments 
to  the  Government  never  exceeded  1  per  cent  on  the  capital  debt. 
The  important  consideration  from  the  Dutch  point  of  view  is  not 
the  measure  of  profit  the  State  has  been  able  to  extract  from  this 
investment  in  railroads,  but  the  revival  of  Dutch  commerce  and 
industry.  In  France  and  Germany  waterway  systems  were  devel- 
oped at  State  expense  to  supplement  the  railroads;  in  Holland  rail- 
roads were  constructed  by  the  State,  and  owned  at  a  loss,  to  supple- 
ment the  waterways.  In  each  case  the  policy  has  been  so  well  vindi- 
cated by  results  that  it  seems  fair  to  say  that  no  country's  waterway 
system  can  be  so  good  as  to  justify  neglect  of  railways,  and  no  railway 
system  can  be  so  perfect  as  to  justify  letting  the  waterways  fall  into 
(hsuse. 

It  is  not  the  purpose  here  to  present  a  detailed  discussion  of  the 
Dutch  waterways,  because  it  would  add  little  to  the  impression  that 
may  be  gained  from  what  has  been  said  about  those  of  Belgium.  In 
Holland,  as  in  Belgium,  the  rivers  have  been  the  basis.  Canals  have 
been  built  to  connect  the  rivers  one  with  another,  to  connect  them 
with  seaports,  and  to  bring  the  sea  up  to  the  important  cities.  " 

TROUBLES   OF   DUTCH    RAILWAYS 

Transportation  by  canal  having  been  nearly  universal  in  Holland, 
and  a  canal  system  having  been  developed  before  anything  like  a  rail- 
road network  was  built,  the  railroads  found  themselves,  when  at 
last  they  were  ready  seriously  to  compete  for  traffic,  at  a  great  dis- 
advantage r?garding  local  business.  Even  with  the  advantage  of 
having  no  capital  charge,  railroads  were  unable  to  meet  the  water  rates, 
and  for  years  passenger  traffic  was  the  larger  reliance  of  the  rail 
routes  for  revenues.  Then  by  reason  of  connection  of  the  Dutch 
with  the  German  railwaj^s  the  through  business  began  to  he  important 
and  productive.  Encouraged  by  this  increase  in  long-distance  busi- 
ness, the  railroads  next  entered  serioush^  the  field  of  competition  for 
local  freight,  and  in  recent  times  have  secured  a  fair  showing.     To  do 


WATERWAYS    AND    RAILWAY   TRAFFIC    IN    EUROPE 


425 


tliis  tliey  have  been  compelled  to  make  very  low  rates.  The  advan- 
tage is  still  with  the  water  routes  and  probably  will  remain  there. 

But  in  other  ways  Holland's  experience  repeats  that  of  other 
countries  where  rail  and  water  liighways  have  been  constructed  side 
by  side.  The  gain  of  the  railways  in  freight  tonnage  has  not  been 
the  loss  of  the  waterways  an}"  more  than  the  gain  of  the  waterways 
in  other  countries  has  been  the  loss  of  the  railways.  Here  again  the 
rule  has  been  demonstrated  that  commerce  grows  as  better  and 
cheaper  transportation  is  provided  to  encourage  it.  The  waterways 
probably  have  profited  more  extensively  even  than  the  railways  by 
the  immense  increase  of  business  in  the  last  quarter  century.  With 
the  development  of  the  upper  reaches  of  the  Rliine  and  other  German 
waterwaj^s,  Dutch  water  traffic  has  grown  fast  and  has  come  to  com- 
pete vigorousl}^  with  the  long-distance  international  freight  move- 
ment, which  at  one  time  it  was  supposed  could  be  handled  only  by 
the  railroads.  Deeper  and  better  waterways  have  brought  larger 
barges,  and  hardly  less  important  than  this,  improvements  in  motive 
power.  The  general  introduction  of  steam  towage  and  gasoline 
motor  barges  has  kept  the  balance  well  preserved  between  the  two 
systems  wliile  retaining  the  advantage  on  the  side  of  the  v>^ater  routes. 

It  is  impossible  in  the  time  and  space  at  command  to  give  a  detailed 
statement  of  the  expenditures  on  the  Dutch  waterway  system.  An 
estimate  of  $125,000,000  for  the  last  forty  years  is  probably  on  the 
side  of  moderation.  This  figure  makes  no  pretense  of  covering 
expenditures  of  landowners  in  obtaining  small  naA^gable  ditches 
through  their  own  lands,  or  of  many  local  governmental  divisions. 
It  does  include  the  expenditures  on  about  1,000  miles  of  rivers  and 
canals,  including  the  Amsterdam  sliip  canal,  the  work  for  preven- 
tion of  floods  at  the  junction  of  the  jSIaas  and  Waal  rivers,  the 
Merwede  Canal  and  other  large  works,  which  have  absorbed  large 
sums. 

RAIL    AND    WATER    RATES 

A  recent  comparison  of  rates  by  rail  and  water  on  freight  moving 
over  what  in  Holland  are  long  routes,  gives  the  following  figures: 

Rates  by  water  and  rail 


Distance.    Rate 


WATER. 

Ore,  Rotterdam  to  Ruhrort 

Coal: 

Ruhrort  to  Amsterdam 

Ruhrort  to  Rotterdam 

Amsterdam  to  Arnheim 

Amsterdam  to  Utrecht 

Gram: 

Rotterdam  to  Ruhrort 

Amsterdam  to  Wormervoer 

Amsterdam  to  Groningen 

RAIL. 

Coal,  Essen  to  Amsterdam 

Ore,  Amsterdam  to  Essen 


Miles. 
156 

156 
156 
75 
25 

156 

19 

107 


126 
126 


Per  ton. 
SO.  30 

.36 
.36 
.36 
.24 

.36 
.24 
.50 


1.10 
1.20 


31673— S.  Doc.  325,  60-1- 


-28 


426  EEPOKT    OF    THE   INLAND    WATERWAYS    COMMISSION 

THE  BRITISH  WATERWAYS— A  CONTRAST 

Great  Britain  is  chiefly  of  interest  in  a  study  of  waterways  because 
of  the  sharp  contrast  it  presents  to  conditions  on  the  Continent. 
British  waterways  have  been  neglected  or  have  fallen  into  subordina- 
tion to  the  railways. 

Some  reasons  for  inferiority  of  British  waterways  have  aheady 
been  suggested.  English  industrial  cities  are  located,  to  a  great 
extent,  on  or  near  the  ocean,  and  neither  railroads  nor  waterways  can 
compete  with  ocean  traffic.  The  British  railways  do  indeed  attempt 
this  competition,  even  carrying  great  amounts  of  coal  from  northern 
England  to  London.  But  there  is  a  strong  and  probably  increas- 
ing impression  among  the  traders  that  the  railroads  make  no  profit 
out  of  this  traffic,  and  that  perhaps  if  they  had  attempted  to  handle 
less  of  it  then  financial  condition  to-day  would  have  been  better  than 
the  record  of  decreasing  net  earnings  shows  it  to  be.  In  order  to 
handle  this  traffic  it  has  been  necessary  for  the  railroads  to  build 
more  tracks  and  supply  themselves  with  more  and  more  cars.  Even 
when  these  facilities  are  provided,  they  must  still  handle  the  business, 
except  to  noncompetitive  points,  at  rates  which  will  meet  those  of 
the  ocean  carriers. 

Before  the  era  of  railroads,  canals  in  Great  Britam  were  highly 
profitable,  and  there  was  an  era  of  animated  speculation  m  their 
shares.  The  Duke  of  Bridgewater's  Canal,  fi'om  Worsley's  to  Man- 
chester and  Liverpool,  was  the  fu"st  important  artificial  waterway 
opened  in  England,  having  accepted  its  fii'st  traffic  in  1759.  It  was 
successful  from  the  very  beginning,  and  initiated  the  era  of  canal 
speculation,  which  was  not  confined  by  any  means  to  the  United 
Kingdom,  but  which  spread  to  the  Continent,  and  for  a  long  time  was 
quite  as  animated  as  railroad  speculations  became  in  America  about 
a  century  later.  Some  canal  companies  sustained  heavy  losses, 
others  made  magnificent  profits.  The  Duke  of  Bridgewater's  Canal 
is  credited  with  laying  the  foundations  of  the  industrial  greatness  of 
Manchester,  which  in  later  years,  with  the  revolution  of  transporta- 
tion methods,  was  compelled,  at  immense  expense,  to  construct  a 
canal  connecting  with  the  Mersey,  so  that  gi-eat  seagoing  ships  could 
come  up  to  the  city. 

EAELY   BRITISH    CANAL   ERA 

What  the  Duke  of  Bridgewater's  Canal  did  for  Manchester  the  Aire 
and  Calder  Canal  did  for  Leeds.  Bu-mingham  likewise  secured  con- 
nection by  canal  with  Liverpool  and  the  sea  and  reaped  similar 
benefits. 

In  this  earlier  canal  era  of  Britain,  not  only  were  all  kinds  of  fi-eight 
handled  by  water,  but  the  passenger  traffic  on  many  routes  became 
highly  profitable.  As  soon  as  the  railroads  came  in,  the  passenger 
traffic  was  immediately  lost  to  canals,  and  presently  the  freight  ton- 
nage began  to  go  the  same  way.  The  popular  craze  for  railroad 
investment  made  it  impossible  to  get  money  to  improve  the  water- 
ways. Further  than  this,  stockholders  in  canal  companies,  which 
had  been  highly  profitable  before  the  advent  of  the  railroads,  showed 
exceedingly  poor  business  judgment.  They  refused  to  reduce  their 
rates  to  meet  the  competition  of  the  railroads,  apparently  preferring 


WATEKWAYS   AND   RAILWAY   TRAFFIC    IN   EUROPE  427 

to  do  no  business  and  earn  no  dividends  rather  than  to  lower  charges 
to  produce  more  modest  returns.  Finally  the  railroads  by  various 
devices  secured  control  of  a  large  proportion  of  the  canal  mileage, 
and  have  pretty  systematically  taken  the  business  away  fi'om  the 
canals. 

In  the  extensive  investigation  which  the  British  Royal  Commission 
on  Canals  and  Waterways  has  recently  conducted,  it  has  been  repeat- 
edly developed  that  one  reason  why  the  British  waterways  system  is  a 
failure  is  to  be  found  in  the  fact  that  it  is  not  a  system  at  all.  Whereas 
in  Germany,  France,  and  other  countries  effort  has  been  constantly 
made  and  great  expenditures  has  been  incurred  in  order  to  secure  the 
greatest  possible  approximation  to  uniformity,  to  accommodate  the 
largest  craft,  and  to  extend  the  system  in  the  most  advantageous 
fashion,  in  Great  Britain  there  has  been  practically  no  such  effort. 

INFERIORITY    OF    ENGLISH    CANALS 

Thus  it  was  brought  out  before  the  commission  that  between  Lon- 
don and  Liverpool,  a  route  which  might  be  expected  to  present  mag- 
nificent opportunities  for  business  if  a  good  water  course  were  pro- 
vided, there  were  4  different  gauges  in  the  canal,  the  section  of  smallest 
gauge  accommodating  boats  no  larger  than  30  tons,  while  the  largest 
craft  that  could  bo  taken  were  only  80  tons.  Comparing  these  with 
the  300,  500,  1,000  and  even  2,000  ton  barges,  of  which  long  strmgs 
are  handled  by  towing  steamers  on  continental  waterways,  the  reason 
for  the  inability  of  English  canals  to  compete  with  the  railroads  is 
made  quite  apparent.  The  British  traders  all  assured  the  commission 
that  in  their  opinion  nothing  like  system  could  ever  be  produced 
until  some  method  of  governmental  control  were  used,  and  until  the 
canals  were  taken  fi'om  the  raihoads  and  made  distinctly  a  public 
utility. 

In  this  connection  it  must  not  be  understood  that  the  entire  mile- 
age of  British  canals  has  fallen  into  railway  ownership.  On  the  other 
hand  the  figures  show  that  internal  navigations  in  the  United  King- 
dom aggregate  3,901  miles,  of  which  only  1,138  miles  are  owned  by 
the  railways.  But  the  ''mileage  not  owned  by  the  railways,  includes 
of  course  much  of  the  mileage  of  the  navigable  rivers."  Taking  out 
this  mileage  of  rivers  and  basing  the  comparison  on  canals  only,  the 
railways  appear  decidedly  to  control  the  situation. 

POWERS  OF  THE  BOARD  OF  TRADE 

The  British  railway  legislation  applies  equally  to  railwaj^s  and 
canals  and  gives  the  board  of  trade  certain  powers  over  the  construction, 
physical  operation,  rates  and  traffic  arrangements  of  both.  The  rail- 
way and  canal  traffic  act  of  1888  established  the  present  railway  and 
canal  commission.  Its  powers  apply  to  railways  and  canals  alike. 
It  provided  that  revised  schedules  of  maximum  tolls,  rates  and 
charges,  must  be  submitted  to  the  board  of  trade.  It  was  under  this 
provision  that  the  board  of  trade  prepared  the  maximum  schedule  of 
freight  rates  enacted  afterwards  by  Parliament  and  known  as  the 
provisional  orders  acts.  Under  this  authority  the  board  provided 
maximum  rates  not  only  for  the  railroads  of  Great  Britain  but  for 
149  canals. 


428  EEPORT    OF    THE   INLAND    WATERWAYS    COMMISSION 

The  board  of  trade  is  empowered  to  require  reports  from  canal  com- 
panies, showing  the  capacity  of  the  canal  for  traffic,  the  capital,  rev- 
enue, expenditure,  etc.,  and  to  make  inspections  of  canals  alleged  to 
be  in  bad  condition. 

An  important  provision  prohibits  under  heavy  penalties  the  use  of 
a  railway  company's  funds  for  the  purchase  of  a  canal  or  an  interest 
therein  without  express  statutory  authority.  The  board  of  trade  is 
empowered  to  authorize  the  abandonment  of  derelict  or  useless  canals, 
and  to  release  the  owners  from  liability  to  maintain  the  same;  and 
the  board  is  also  authorized  to  give  its  permission  to  the  transfer  of  a 
canal  to  some  body  established  to  manage  it,  or  to  some  local  author- 
ity. But  such  authorization  must  be  confirmed  by  Parliament. 
There  is  only  one  case  in  which  the  board  has  authorized  the  aban- 
donment of  a  derelict  canal.  This  was  the  Thames  and  Severn,  which 
having  lost  its  traffic  was  taken  over  by  a  corporation  in  which  various 
neighbormg  navigations  were  interested,  as  well  as  local  governmental 
authorities.  This  trust  soon  found  itself  unable  to  carry  the  burden, 
and  application  was  made  to  the  board  of  trade  to  abandon  it,  which 
was  granted  and  afterwards  confirmed  by  Parliament. 

CONTROL  OF  CANALS  BY  RAILWAYS 

It  was  repeatedly  brought  out  in  the  testimony  taken  by  the  royal 
commission  that  agreements  have  been  made  between  railroads  and 
independent  canal  companies,  by  which  the  canals  bound  themselves 
not  to  charge  less  than  a  fixed  percentage  of  the  rail  rates.  The  testi- 
mony also  indicated  that  the  canals  were  practically  compelled  to 
agree  to  these  terms  in  many  cases  because  if  they  refused  the  rail- 
roads would  force  upon  them  a  competition  that  finally  would  take 
away  all  their  traffic.  But  it  was  the  testimony  of  many  canal  man- 
agers that  when  they  could  make  reasonable  terms  with  the  railroads 
they  were  able  to  handle  a  large  traffic  at  a  profit.  There  was  much 
testimony  as  to  the  large  quantity  of  coal  handled  by  canals  in  differ- 
ent parts  of  England,  and  it  was  shown  that  some  of  them  have 
succeeded  in  keeping,  despite  the  competition  of  the  railroads,  a 
heavy  volume  of  this  business.  As  to  coal  and  other  bulky 
trafti'c  it  was  repeatedly  explained  that  the  greatest  difficulty  the 
canals  experience  is  in  securing  a  load  for  the  trip  ])ack  toward  the 
collieries.  When  there  is  reasonable  guaranty  of  back  loading,  coal 
canals  have  generally  been  able  to  take  care  of  themselves. 

It  was  frequently  charged  by  business  men  before  the  commission 
that  the  railway  companies  seemed,  as  soon  as  they_  came  into  control 
of  a  canal,  to  prefer  to  operate  the  canal  at  a  loss  in  order  that  they 
might  divert  the  traffic  to  the  railway.  Thus  in  the  case  of  the  North 
Staffordshire  Railway,  which  controlled  a  canal  of  some  importance, 
it  was  pointed  out  that  the  railroad  company's  report  to  the  board 
of  trade  indicated  that  the  railway  was  losing  $150,000  a  year  by 
reason  of  its  control  of  the  canal.  This  was  one  of  sundry  instances 
in  which  a  railroad  had  taken  control  of  a  canal  under  guarantee  to 
pay  a  fixed  interest  on  the  canal  company's  capital.  It  appeared  in 
this  and  like  instances  that  the  railroad  year  by  year  made  up  from 
its  own  revenue  a  deficit  of  the  canal,  and  yet  never  seemed  to  attempt 
to  improve  conditions  on  the  canal  so  that  it  could  earn  its  own  w^ay, 
apparently  preferring  to  do  the  business  by  rail  and  pay  the  deficit. 


WATERWAYS   AND   RAILWAY  TRAFFIC   IN   EUROPE 


429 


Mr.  H.  W.  Empson,  representing  the  York  Chamber  of  Commerce, 

said  in  this  connection: 

My  experience  is  that  at  the  present  time  a  determined  effort  is  being  made  by 
our  railroad  companies  to  strangle  the  water  traffic  with  a  view  to  getting  the  transit 
arrangements  in  their  own  hands,  and  so  by  destroying  competition  to  enable  them 
to  charge  higher  rates  and  thus  handicap  our  manufacturers  in  their  endeavor  to 
compete  with  foreign  rivals.  This  has  been  especially  noticeable  since  the  railroads 
acquired  steamers  for  the  continental  traffic.  I  have  had  several  consignments  from 
the  Continent  ordered  to  be  transshipped  into  steamers  at  Hull  which  have  fallen  into 
the  hands  of  railroad  companies.  In  fact  traffic  intended  to  come  by  water  is  being 
constantly  diverted  to  the  railway  at  Hidl  and  Goole.  I  might  further  venture  to 
give  another  illustration.  I  remember  many  years  ago  we  had  a  steamer  daily  carry- 
ing goods  between  Hull  and  York  at  rates  considerably  below  the  railway.  Owing 
to  difficulties  at  certain  times  in  the  navigation,  this  was  discontinued,  when  imme- 
diately the  railway  rates  were  increased  25  to  30  per  cent. 


RAIL    RATES    HIGHER    THAN    WATER    RATES 

Mr.  Empson,  in  answer  to  an  inquiry  as  to  whether  lie  could  give 
any  comparison  of  competitive  rates  between  water  and  rail  showing 
that  the  water  rate  effected  a  saving  over  rail  rates,  prepared  a  sched- 
ule givmg  competitive  rates  under  which  the  waterway  effects  a 
saving  in  some  cases  of  50  per  cent,  as  against  railroad  rates,  between 
York  and  London,  Selby  and  Hull,  York  and  Hull.  The  schedule 
follows: 

Effect  of  water  competition  on  railway  rates  between  York  and  London,  Selby  and  Hull, 

and  Yoi'k  and  Hull 

[Extract  from  Mr.  Empson's  proof  of  evidence:  "  By  the  annexed  schedule  of  competitive  rates  you 
will  see  that  the  waterway  effects  a  saving  in  some  cases  of  50  per  cent  over  railway  rates,  as  between 
York  and  London,  Selby  and  Hull,  York  and  IIull."] 

RATES  SCHEDULE 


Fertilizers: 

Hull  to  York 

Newcastle  or  Tynemouth  to  York 

Leeds  to  York 

London  to  York 

Grain,  Selby  to  Hull 

Cocoa,  London  to  York 

Sugar,  London  to  York 

Treacle,  London  to  York 

Rice,  London  to  York 

Grain,  Hull  to  York 

Timber,  Hull  to  York 

;ar: 
Hull  to  York 

York  to  Scarborough  (same  distance  as  Hull 
to  York). 


Water. 


2s.  9d.  to  3s.  per  ton 

6s.  9d.  to  8s.  per  ton 

3s.  9d.  to  4s.  per  ton 

7s.  2d.  to  7s.  Sd. ;  6d.  extra 

under  50  tons. 

Is.  lOd.  per  ton 

18s.  4d.  per  ton 

18s.  4d.  per  ton;  if  free  on 

wharf,  15s.  lOd. 

15s.  lOd.  free  on  wharf 

18s.  4d.  per  ton 

Is.  to  2s.  per  ton  by  barge 

loads  (average  cost  Is. 

9d.  per  ton) . 
3s.  6d.  per  ton 

8s.  per  ton;  5s.  6d.  per  ton 

in  50-ton  lots. 
13s.  9d.  per  ton 


Railway. 


4  tons,  5s.  lOd.;  7  tons, 

5s. 
7s.  Ud.  per  ton  in  5-ton 

loads  or  over. 
5s.  per  ton  in  5-ton  lots. 
15s.  per  ton  in  4-ton  lots 

or  over. 
3s.  9d.  per  ton. 
27s.  6d.  per  ton. 
24s.  Id.  per  ton. 

20s.  per  ton. 

24s.  2d.  per  ton. 

5s.  lOd.  per  ton  in  4-ton 

lots;  5s.  per  ton  in  10- 

ton  lots. 
5s.  lOd.  per  ton. 

9s.  2d.  per  ton;  7s.  6d. 
per  ton  in  50-ton  lots. 


It  was  the  conviction  of  many  witnesses  that  on  the  conservancy 
boards  which  manage  the  navig;ation  and  improvements  of  many 
British  rivers  and  harbors,  the  railways  are  very  frequently  altogether 
too  strongly  represented.  It  was  charged  that  even  on  such  impor- 
tant rivers  as  the  Clyde,  Tyne,  and  Tees,  the  railroad  interests  had 
become  so  influential  that  almost  no  progress  had  been  made  for 


430  REPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 

many  years.  This  criticism  related  to  a  period  when  these  rivers 
were  under  a  species  of  municipal  control,  and  it  seems  to  be  decid- 
edly the  opinion  that  the  railroads  or  related  interests  in  municipal 
politics  had  prevented  improvements.  Later  these  particular 
streams  were  placed  under  the  conservancies  and  conditions  improved. 
The  testimony  seemed  to  indicate  the  opinion  among  traders,  how- 
ever, that  the  railroads  were  liable  to  make  themselves  influential  to 
the  detriment  of  waterway  interests,  no  matter  what  kind  of  admin- 
istration was  in  charge  of  the  waterways,  if  they  could  thereby 
improve  the  traffic  of  the  roads. 

WATERWAYS    MUST    BE    EMANCIPATED    AND    PROTECTED 

Mr.  Lanclot  Foster,  an  alderman  of  the  city  of  York  and  at  one 
time  lord  mayor,  told  the  commission  that  it  was  necessary  to  free 
the  waterways  from  railway  control  and  to  prevent  the  railways  from 
carrying  goods  at  especially  low  rates  to  points  served  by  water  with 
the  express  purpose  of  liilling  navigation  and  then  diverting  the 
traffic  to  the  rails.     He  said : 

The  railway  companies  with  their  extensive  ramification  of  lines  and  heavy  traffic 
carried  can  quote  a  low  rate  for  places  served  by  navigation  without  any  serious  loss, 
owing  to  the  opportunities  of  recouping  themselves  in  the  case  of  rates  to  places  not 
so  served.  Such  a  course  means  the  ruin  of  the  navigation.  When  the  low  rate  has 
served  its  turn  the  railway  companies  .then  raise  their  rates  to  paying  figures. 

Mr.  Foster  cited  the  case  of  the  Northeastern  Railways'  control  of 
the  navigation  of  the  Derwent  River.  The  navigation  was  purchased 
by  the  company  in  1865  at  a  cost  of  £40,000.  Thereafter  the  tolls 
and  dues  were  enormously  increased.     Mr.  Foster  said: 

In  evidence  given  at  a  board  of  trade  inquiry  in  1893,  the  president  of  the  Malton 
Traders'  Association,  stated  that  when  the  Northeastern  Company  got  control  of  the 
navigation,  the  tolls  on  coal  fi'om  Derwent  Mouth  to  Malton  (a  distance  of  40  miles) 
were  raised  from  4d.  to  lOd.  per  ton,  then  again  to  Is.  6d.  and  eventually  to  2s.  6d.  per 
ton.  Not  satisfied  with  this  it  was  proposed  to  fmther  increase  the  rate  from  2s.  8d. 
to  about  3s.  8d.,  and  I  may  say  that  the  dues  on  coal  in  the  Ouse  River  for  a  longer 
distance  are  2d.  per  ton.  There  is  a  canal  in  connection  with  the  Derwent — that  is, 
the  Pocklington  Canal — which  is  now  absolutely  derelict;  that  is,  as  far  as  Canal  Head; 
according  to  the  railway  company's  schedule  of  tolls  published  in  1863,  one  of  which 
I  have  in  my  possession,  and  of  which  I  do  not  know  whether  there  is  another  extant, 
because  I  know  when  anybody  had  one  the  railway  company  borrowed  it,  and  never 
returned  it,  and  I  believe  the  one  I  have  is  practically  the  only  one  extant,  that 
shows  in  1863  the  rates  for  coal  cinders  and  slack  were  3s.  per  ton  to  Canal  Head,  a 
distance  of  22  miles.  We  sent  coke  from  York  to  Hull  regularly  and  the  tolls  are  only 
2d.  per  ton  for  the  whole  distance  of  60  miles.  That  shows  the  difference  between 
waterway  and  railway  management.  In  the  face  of  these  proposals  and  the  fiu-ther 
increase  of  dues,  a  Derwent  navigation  committee  of  riparian  owners  and  agi'icul- 
turists,  Lord  Londesborough  and  several  other  important  land  owners  protested,  and 
80  strong  was  the  opposition  that  the  objectionable  clauses  were  ultimately  with- 
drawn. As  an  agriculturist  trader  on  the  river  over  a  long  period,  perhaps  for  30 
years,  I  can  speak  from  personal  experience  of  how  the  trade  has  been  handicapped 
by  the  exceptionally  high  tolls  charged  on  the  River  Derwent.  Old  residents  in  the 
district  can  remember  the  time  when  over  40  vessels  traded  to  Malton  with  coal  and 
other  goods,  bringing  back  timber,  etc.     Now  the  traffic  is  practically  extinct. 

SAMPLE   RESULTS    OF   RAILWAY   CONTROL 

Mr.  Foster  also  outlined  the  history  of  the  Ripon  and  Borough- 
bridge  Canal,  on  the  River  lire,  which  is  also  a  tributary  of  the  Ouse. 
This  canal  is  owned  by  the  Northeastern  Railway,  having  been  bought 
in  1847  at  a  cost  of  £34,577.     In  1869  twenty  vessels  were  engaged 


WATERWAYS   AND  RAILWAY  TRAFFIC   IN   EUROPE  431 

in  coal  trade  on  the  canal.  In  1894  the  company  sought  parliamen- 
tary authority  to  sell  their  interest  in  the  canal,  but  a  deputation 
of  business  interests  and  neii^hboring  navigations  protested  so  strongly 
that  the  company  withdrew  the  request  for  such  permission,  and  sub- 
sequently offered  to  give  the  canaf  to  the  city  or  York  provided  the 
city  would  underwrite  the  obhgation  attacliing  to  it.  This  was 
declined  owing  to  the  state  of  the  canal  and  the  entire  absence  of 
traffic.  Mr.  Foster  said  the  canal  is  now  absolutely  derelict  and  it  is 
impossible  for  boats  to  travel  upon  it.  The  traffic  has  been  diverted 
to  the  Northeastern  Railway.  The  canal's  length  is  only  about  9 
miles,  and  the  railway's  charge  for  hauhng  coal  is  9M.  per  ton. 
Prior  to  the  passing  of  the  railway  and  canals  act,  the  coal  was  Is. 
11  id.  per  ton,  wliile  on  the  Aire  and  Calder  Canal,  an  independent 
waterway,  the  charge  is  lOd.  per  ton  for  23  or  24  miles  with  locks; 
and  on  the  Linton  Lock  Navigation  of  8§  miles  it  is  only  A^d.  per 
ton,  the  Linton  being  another  canal  independent  of  railwaj^  control; 
and  finally,  Mr.  Foster  said  that  on  the  Ouse  the  charge  for  the  entire 
length,  wliich  is  much  greater,  is  only  2d.  per  ton. 

These  cases  are  only  typical  of  a  great  number  which  were  eluci- 
dated in  the  testimony  before  the  Commission. 

The  industrial  witnesses  insisted  that  one  reason  why  the  canal 
traffic  had  fallen  off  was  that  the  railroads  were  not  compelled  to 
make  joint  rates  and  establish  through  routes  in  connection  with 
canals.  Reference  was  constantly  made  to  the  contrast  which  con- 
tinental conditions  presented  in  tliis  regard.  Mr.  Empson  cited  a 
case  in  German  experience  vnih  which  he  was  famihar.     He  said: 

A  manufacturer  at  Freiberg,  a  town  about  20  miles  from  Frankfort,  told  me  lie  got 
his  coal  from  Ruhrort  on  the  Rhine  by  water  to  Frankfort,  whence  it  was  transshipped 
to  the  railway,  thus  saving  some  6d.  per  ton  over  the  through  railway  rates.  I  think 
it  very  important  that  some  arrangements  be  made  for  compelling  railway  companies 
to  give  facilities  for  the  interchange  of  traffic  with  inland  waterways.  You  have 
already  had  evidence  from  several  witnesses  in  Belgium  and  Germany  that  this  inter- 
change is  effected  to  the  advantage  of  manufactm-ers  and  the  reduction  of  rates. 

WATER   ROUTES    HELP   RAILWAYS 

Mr.  Empson  in  the  course  of  his  testimony,  emphasized  the  fact 
that  in  Germany's  experience  a  great  increase  of  railway  traffic  had 
invariably  followed  the  improvement  in  water  facilities.  His  con- 
clusion from  all  the  evidence  he  had  been  able  to  adduce  was  that  far 
from  injuring  the  business  of  the  railroads,  improvement  and  exten- 
sion of  waterways  had  invariably  proved  beneficial  to  the  railroad 
because  it  had  been  the  means  of  originating  a  vast  volume  of  new 
traffic.  In  this  connection  he  quoted  a  well-known  engineer  of 
Frankfort,  Mr.  Lindley,  thus: 

Mr.  Lindley  states  that  the  traffic  on  the  river  Main  before  the  improvement  works 
were  earned  out  was  10,000  tons  per  annxmi,  and  the  traffic  in  1887.  the  first  year  after 
the  improvements  were  carried  out,  was  495,000  tons,  and  in  1905  it  had  risen  to 
2,550,000  tons,  and  the  reduction  in  freight  on  coal  from  the  Ruhr  district  was  2s.  per 
ton,  and  for  other  goods  from  the  Rhine  district  Ss.  per  ton.  The  dues  levied  vary 
from  l|d.  to  3d.  per  ton.  The  largest  boats  have  a  loading  capacity  of  1,500  tons 
drawing  8  feet  of  water.  I  might  further  add  that  as  a  result  of  this  improvement 
there  has  been  a  very  great  increase  in  the  railway  traffic.  It  is  frequently  said  that 
the  improved  facilities  for  water  communications  have  an  injurious  effect  on  the  traffic 
of  the  railways,  but  this  is  an  illustration  to  the  contrary,  and  you  will  be  aware  of 
probably  one  or  two  others.  There  is  a  similar  case  where  the  result  of  river  improve- 
ment has  been  to  increase  the  railway  traffic,  the  one  recorded  in  connection  with  the 
improvement  of  the  river  going  up  to  the  town  of  Nantes. 


432 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


Mr.  Empson  cited  the  rates  on  timber  from  Hull  to  Selby,  where 
there  is  water  competition  with  the  railroads.  Here  the  rate  is  2s. 
lOd.  per  ton,  a  distance  of  30  miles,  compared  with  which  he  quoted 
7s.  6d.  as  the  rate  on  timber  from  Howden  to  Selby,  a  distance  of  10 
miles,  but  over  a  route  by  which  there  is  no  water  competition.  He 
ascribed  the  difference  entirely  to  the  fact  that  one  route  had  water 
competition  and  the  other  had  not.  He  pointed  out  further  that 
sugar  is  handled  by  rail  from  Hull  to  York  at  9s.  2d.  per  ton,  and  from 
Harrogate  and  Malton  to  York  at  exactly  the  same  rate.  Yet  the 
distance  from  Hull  to  York  is  twice  the  distance  from  Harrogate  and 
Malton.  The  lower  proportional  rate  from  Hull  he  ascribed  entirely 
to  the  fact  that  there  is  a  water  route  from  Hull,  whereas  there  is 
none  from  Harrogate  and  Malton. 

York's  experience  as  an  illustration 

Mr.  J.  D.  Morrell,  director  of  a  large  industrial  enterprise  at  York, 
presented  the  following  statement : 

In  considering  the  question  of  the  value  of  the  Ouse  navigation  to  us,  I  would  like  to 
point  out  the  gain  we  had  in  the  competition  between  the  railway  and  the  water  car- 
riers. In  a  place  like  York,  where  the  railway  company  had  a  monopoly,  without  the 
river  we  should  be  absolutely  at  their  mercy. 

To  illustrate  this  I  give  a  comparison  of  railroad  rates  lietween  York  and  towns  to 
which  there  is  effective  water  competition,  and  towns  to  which  there  is  no  effective 
water  competition.  The  comparison  is  between  the  ratio  that  the  rates  to  those  towns 
bear  to  the  maximum  charges  that  the  railway  company  might  charge.  I  give  examples 
of  rates  to  nine  towns,  divided  into  three  groups: 

1.  Railway  rates  from  York  to  ports  to  which  there  is  effective  water  competition — 
Goole,  Hull,  London. 

2.  Railway  rates  from  York  to  ports  to  which  there  is  not  effective  water  competi- 
tion— Bristol,  Liverpool,  Southampton. 

3.  Railway  rates  from  York  to  inland  towns  to  which  there  is  not  effective  water  com- 
petition— Leeds,  Sheffield,  Birmingham.  The  rates  given  are  for  *  *  *  sugar, 
glucose,  cocoa,  gum,  almonds. 

The  average  of  the  five  rates  to  these  towns  is  summarized  below,  the  figures  being 
the  ratio  that  the  rates  to  the  different  towns  bear  to  the  maximum  rate  that  the  rail- 
way companies  might  charge  to  these  towns. 


I. 

Percent.!               II. 

Per  cent. 

III. 

Per  cent. 

Goole 

811 

7U78 

82j 

Bristol 

901 

ion97 

lOlJ 

Leeds 

92 

Hull 

Sheffield 

99V99-100 

London 

Southampton 

Birmingham 

107 

Commenting  on  this  table  and  the  showing  which  it  makes  of  rates 
to  places  which  do,  and  those  which  do  not,  enjoy  the  benefit  of  water 
competition,  Mr.  Morrell  said: 

It  will  be  seen  from  these  examples  that  where  there  is  no  effective  competition 
the  railway  companies  are  practically  charging  up  to  the  hilt. 


THE    WATERWAY    TRUST    PROPOSALS 

Various  proposals  were  submitted  to  the  commission  presenting  as 
man^'  ideas  how  the  waterway  situation  in  Great  Britain  should  be 
improved.  There  was  general  agreement  that  the  canals  should  be 
divorced  from  the  railways,  but  wide  disagreement  as  to  what  should 
be  done  with  them  afterwards.  Some  witnesses  were  of  the  opinion 
that  local  "trusts" — that  is,  organizations  of  mimicipal  and  county 


WATERWAYS   AND   RAILWAY   TRAFFIC    IN   EUROPE  433 

authorities,  perhaps  also  including  commercial  bodies — should  be 
given  control  and  supervision  of  the  waterways  in  their  various  dis- 
tricts, and  that  these  "trusts"  should  be  given  parliamentary  char- 
ters authorizing  them  to  exercise  the  necessary  powers  of  managing 
and  constructing  waterways,  and  also  of  issuing  securities  to  raise 
money. 

Developments  of  this  idea  included  the  suggestion  of  dividing  the 
United  Kingdom  into  geographical  divisions,  based  on  topographical 
conditions,  each  division  to  have  its  waterways  placed  in  charge  of  a 
trust  on  which  the  various  local  authorities  should  be  represented. 
Thus  Mr.  Arthur  Lee,  representing  the  Association  of  the  Chambers 
of  Commerce,  submitted  a  scheme  for  a  system  of  main  national 
canals  divided  into  6  trusts.  He  called  them  the  Midland  Trust,  the 
Northeastern  •  Trust,  the  Northw^estern  Trust,  the  Southwestern 
Trust,  the  Southeastern  Trust,  and  the  Northern  Trust.  As  illus- 
trating his  proposed  scheme  of  administration,  he  proposed  to  turn 
over  to  the  Northern  Trust  the  Aire  and  Calder  Canal,  the  Leeds  and 
Liverpool  Canal,  the  Calder  and  Hebble  Navigation,  the  Rochdale, 
Bolton  and  Bury  Navigations.  In  this  Northern  Trust  he  would  give 
representation  to  the  local  authorities  of  the  counties  of  Lancashire 
and  Yorkshire,  and  the  towns  of  Liverpool,  ]\lanchester,  Salford, 
Wigan,  Chorley,  Blackburn,  Burnley,  Bradford,  Leeds,  Goole,  Wake- 
field, Barnsley,  Dewsbury,  Halifax,  Rochdale,  Bolton  and  Bury. 

In  the  Southeastern  Trust  Mr.  Lee  proposed  to  place  the  Grand 
Junction  Regent's,  Warwick,  and  Napton,  Warwick  and  Birming- 
ham, Stratford  from  Kingswood  to  King's  Norton,  Coventry,  Ashby- 
de-la-Zouche  Canals,  the  Leicester  Navigation,  and  the  Loughbor- 
ough Navigation.  In  this  trust  he  would  have  represented  the  local 
authorities  of  the  counties  of  Middlesex,  Hertford,  Bucks,  North- 
ampton, Warwick,  and  Leicester,  and  the  towns  of  London,  Buck- 
ingham, Northampton,  Coventry,  Warwick,  Leicester,  and  Lough- 
borough. 

Other  proposals  looked  to  the  establishment  of  4  instead  of  6  of 
these  district  trusts,  and  still  others  had  in  mind  that  the  onl}^  satis- 
factory scheme  of  administration  w^as  to  have  the  Government 
directly  take  over  the  canals  and  navigations  and  operate  them  on  its 
own  account.  Varying  estimates  were  made  of  the  expense  to  the 
state  of  such  a  project,  £20,000,000  probably  representing  a  fair 
average. 

RAILWAYS    AND    THE    MANCHESTER   CANAL 

The  attitude  of  the  British  railways  toward  internal  water  traffic 
is  shown  in  an  especially  unfavorable  light  by  the  history  of  the  Man- 
chester Ship  Canal.  This  canal  is  now  in  successful  operation,  and 
connects  the  great  manufacturmg  center  of  Manchester  with  the 
waters  of  the  Mersey  River.  It  is  35  miles  long  and  can  be  navigated 
by  vessels  drawing  26  feet  of  water.  It  is  300  feet  wide  at  the  water 
level  and  100  feet  wide  at  the  bottom.  Although  the  Manchester 
Canal  is  regarded  in  Great  Britain  and  the  United  States  as  the  most 
striking  project  ever  executed  for  bringing  the  ocean  up  to  an  inland 
city,  it  is  hardly  more  remarkable  than  a  number  of  similar  projects 
which,  in  Holland,  Belgium,  Germany,  and  France,  have  attracted 
comparatively  little  notice,  because  waterway  development  was  so 
much  a  matter  of  course  in  those  countries.     The  Manchester  Canal 


434  REPORT   OP   THE   INLAND   WATERWAYS    COMMISSION 

has  guaranteed  the  commercial  prosperity  of  Manchester,  and  it 
would  require  some  ingenuity  to  make  a  satisfactory  argument  that 
it  has  injured  either  the  shipping  business  of  Liverpool  or  the  interests 
of  the  railroads. 

Yet  the  British  railroads  so  vigorously  opposed  the  construction  of 
this  canal  that  it  took  five  years  or  the  most  determined  effort  to  secure 
fi'om  Parliament  a  charter  for  the  work.  Under  this  charter  the  city 
of  Manchester  was  to  find  the  capital  for  the  enterprise.  The  na- 
tional Government  had  no  real  concern  with  the  project,  except  as  the 
efforts  of  railroad  lobbyists  attempted  to  make  it  appear  that  there 
were  many  reasons  why  such  a  canal  could  not  possibly  be  a  success. 
After  it  was  opened  various  elements,  of  which  the  attitude  of  the 
railroads  was  an  important  one,  made  it  doubtful  for  a  long  time 
whether  the  canal  would  succeed.  But  latterly  the  tomiage  has 
rapidly  increased  and  it  has  begun  to  pay  interest  on  its  capital  debt. 

A  comparison  of  this  seemingly  unenlightened  policy  of  the  British 
railroads  with  the  more  liberal  one  of  the  railroad  administrations  in 
European  countries  seems  worth  while.  Whereas  in  the  Manchester 
instance  the  Government  was  urged  to  prevent  a  great  city  providing 
itself  with  a  very  necessary  utility,  in  continental  countries  the  gen- 
eral Governments  not  only  permit  cities  thus  to  provide  themselves 
with  facilities,  but  to  go  so  far  as  to  loan  the  State's  credit  to  the  extent 
of  a  large  part  or  even  all  the  cost  of  such  an  improvement. 

HIGH    RATES    OF    ENGLISH    RAILWAYS 

English  railways  are  the  most  highly  capitalized  in  the  world, 
but  it  is  not  fah  to  attribute  all  the  blame  for  this  condition  to  their 
managers  and  corporate  policies.  The  landowners  of  England  from 
the  beginning  systematically  "held  up"  railroad  corporations  for 
the  largest  possible  prices  for  lands  necessary  for  right  of  way  and 
terminals.  Because  the  landowners  were  a  ^reat  power  in  Parlia- 
ment and  were  willing  to  stand  together  in  this  matter,  the  railroads 
were  systematically  compelled  to  pay  fancy  prices.  But  whatever 
may  have  been  the  cause,  the  fact  remains  that  internal  transporta- 
tion in  England  has  become  so  expensive  as  to  impose  a  heavy  burden 
on  British  commerce.  A  computation  made  to  illustrate  this  con- 
dition reached  the  conclusion  that  from  an  interior  point  40  miles 
from  the  ocean  it  cost  22s.  6d.  to  ship  a  ton  of  fi-eight  to  India,  and 
that  of  this  12s.  6d.  is  absorbed  by  the  railroad  company  for  the 
40-mile  haul  to  the  seacoast.  In  other  words,  it  cost  the  shipper 
about  125  times  as  much  to  move  a  ton  a  mile  by  land  as  by  water. 
Comparing  this  again  with  the  situation  in  Germany,  it  is  found  that 
on  export  business  the  German  railways  and  interior  waterways  haul 
business  at  almost  ridiculously  low  rates  from  distant  interior  points 
to  the  seacoast,  allowing  the  lion's  share  of  the  total  through  rate 
to  go  to  the  steamship  company,  and  that,  even  then,  the  German 
through  rate  is  so  much  lower  in  many  cases  than  the  English  that 
Englishmen  find  it  constantly  more  and  more  difficult  to  compete  in 
foreign  trade  with  Germany. 


WATERWAYS  AND   RAILWAY  TEAFFIC   IN   EUROPE  435 

ERIE    CAXAL    AS    AN    ARGUMENT    IN    ENGLAND 

Against  this  insistent  demand  of  English  traders  for  better  water- 
ways a  variety  of  arguments  are  presented.  One  is  that  few  British 
rivers  are  large  enough  to  be  usefid,  even  when  improved  to  the 
utmost.  Another  is  that  it  would  be  impossible  to  connect  the 
British  streams  by  a  network  of  canals,  as  has  been  done  on  the 
Continent,  because  there  is  not  a  large  enough  water  supply  in  Britain 
and  the  country  is  too  rough.  Finally,  the  history  of  the  Erie  Canal 
in  New  York  has  been  iterated  and  reiterated  as  evidence  that  water- 
ways really  can  not  compete  on  anythmg  like  equal  terms  with  rail- 
roads. 

The  present-day  attitude  of  progressive  and  candid  communities 
toward  waterways  is  that,  while  a  small,  inadequate,  and  antiquated 
waterway  may  not  be  able  to  compete  with  a  great,  modern,  4-track 
railroad,  a  modern  canal  handling  1,000-ton  barges  with  steam 
power  is  very  likely  to  prove  itself  an  exceedingly  important  factor 
in  making  rates  and  moving  traffic. 

The  British  Royal  Commission  has  not  formulated  its  conclusion  or 
recommendations  up  to  this  time.  Conjecture  as  to  what  they  may 
be  is  useless.  It  is  certain  that  because  of  the  parallel  between  con- 
ditions in  the  United  States  and  Great  Britain,  the  experience  of  the 
reconstructed  Erie  Canal  will  be  studied  with  immense  mterest  in 
Great  Britain.  That  canal  has  been  so  many  times  cited  as  proof  of 
the  antiwaterways  view  that  if,  when  rebuilt,  it  is  able  to  justify  the 
great  expenditure  it  will  have  demolished  a  most  potent  argument  of 
the  British  railroads. 

WATERWAY  MOVEMENT  GAINS  GROUND 

Because  there  is  no  system  of  internal  waterways  in  Great  Britain 
worthy  of  the  name,  attempt  at  description  of  the  routes  would  be 
hardly  worth  while.  There  is  reason  for  saying  that  the  waterways 
investigation  by  the  royal  commission  has  developed  facts  concern- 
ing the  relations  of  railroads  and  waterways,  and  concerning  the  com- 
parative cost  of  transportation  by  rail  in  Britain  and  other  countries, 
which  have  strengthened  the  movement  for  nationalization  of  rail- 
roads in  the  United  Kmgdom.  Within  a  few  months  Lord  Brassey, 
who  enjoj^s  large  repute  in  England  as  a  thoughtful  student  of  eco- 
nomic problems,  has  come  out  with  the  flat  declaration  that,  after 
opposing  it  for  many  years,  he  is  convinced  that  nationalization  of 
railroads  is  the  only  plan  which  promises  a  solution  of  the  increasingly 
difficult  internal  transportation  problem. 


11.   EFFECTS  OF  THE  PURITY  OF   INDUSTRIAL  WATER 
SUPPLIES  ON  THEIR  USE 


By  R.  B.  Dole 
United  States  Geological  Survey 


In  former  years,  water  was  water  for  the  practical  man  if  it  would 
flow  tlirough  a  pipe  in  sufficient  amount.  But,  more  and  more,  has 
he  been  obliged  to  modify  his  views,  previously  Hmited  only  by  the 
quantity  of  available  water,  by  considering  that  part  of  his  pro- 
duction cost  due  to  the  use  of  water  unsuitable  in  quality  for  his  par- 
ticular manufacturing  process.  In  the  adoption  of  water  for  domes- 
tic suppljj,  one  of  the  most  important  of  the  features  that  affect 
its  value  is  its  potability,  which  is  determined  primarily  by  its  free- 
dom from  dangerous,  ill-smelling  or  bad-tasting  organisms.  In  the 
application  of  water  to  industrial  use,  however,  biologic  features  are 
in  the  majority  of  cases  rather  secondary  in  importance,  and  the 
suitability  of  the  supply  is  determined  by  the  amount  of  mineral 
matter  dissolved  or  suspended  in  it.  Tliis  is  especially  true  when 
waters  are  used  for  boiler  supply,  for  papermaking,  and  for  similar 
purposes.  In  some  industries,  such  as  starch  making,  bre\ving,  dis- 
tilHng,  and  ice  manufacturing,  the  hygienic  quaUty  of  the  water 
supply  must  be  considered  as  well  as  its  physical  and  chemical  char- 
acteristics. All  natural  waters  contain  more  or  less  foreign  matter, 
and  this  relative  degree  of  purity  is  dependent  on  the  locality  from 
wliich  they  come.  It  therefore  becomes  important  to  study  the 
peculiar  composition  of  different  waters  and  their  adaptability  to 
various  industrial  processes. 

The  following  list  gives  the  names  of  the  substances  that,  dissolved 
or  suspended  in  water,  have  to  be  considered  when  a  supply  is  utilized 
for  manufacturing  purposes : 

I. — rSuspended  matter: 

(a)  Vegetable:  Leaves,  sawdust,  sticks,  etc. 

(b)  Mineral:  Sand,  clay,  etc. 

II. — Dissolved  matter: 

(a)  Vegetable:  Resin,  gums,  tannins,  etc.,  extracted  from  vegetable  mat- 
ter and  seldom  differentiated.     Usually  determined  as  ''organic 
matter"  and  "color." 
(6)  Mineral:  This  is  the  part  of  greatest  importance,  and  the  different 
mineral  matters  are  determined  as  silica,  iron,  aluminum,  calcium, 
magnesium,  sodium,  potassium,  carbonates,  bicarbonates,  sulphates, 
chlorides. 

By  comparing  with  each  other  the  figures  given  in  the  table  that 
follows  it  can  be  seen  what  great  differences  there  are  in  the  quahty 
of  waters  from  different  parts  of  the  United  States.  Analyses  of 
waters  from  large  rivers  have  been  selected,  because  they  represent 
an  average  condition,  inasmuch  as  these  streams  are  formed  by  the 
confluence  of  many  smaller  ones.  Each  set  of  figures  is  the  average 
of  20  or  more  analyses  of  water  from  the  same  river  at  the  same  place. 

436 


PURITY   OF  INDUSTRIAL   WATER   SUPPLIES 


437 


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EEPOKT   OF   THE   INLAND   WATERWAYS   COMMJSSION 


Though  the  hst  might  be  miiltipHed  ten  or  tweiit5'f old  from  the  mate- 
rial at  hand,  it  is  possibly  sufficient  to  show  that  waters  from  different 
parts  of  the  country  var^^  greatly  from  each  other  in  their  chemical 
composition  and  consequently  m  their  effect  upon  factory  processes. 

Smce  these  variations  in  composition  modify  for  each  water  its 
value  as  a  supply,  the  factory  locator  has  another  element  of  pro- 
duction cost  to  include  in  his  estimates.  If  analyses  of  ground 
waters  were  given  it  would  be  seen  that  they  are  usually  much  more 
highly  mineralized  than  surface  waters  in  the  same  region  and  there- 
fore less  desirable  for  most  industrial  uses. 

The  thoughtful  manufacturer  who  is  interested  in  the  reduction 
of  his  production  cost  asks  these  questions : 

1.  Does  the  water  that  I  am  using  contain  anything  injurious  to 
my  finished  product  ? 

2.  Would  a  purer  water  decrease  my  cost  of  manufacture? 

3.  Wliere  and  how  can  I  obtain  a  better  supply? 

4.  If  the  water  is  purified,  will  the  cost  of  purification  be  com- 
pensated by  an  equivalent  decrease  in  production  cost,  due  to  increased 
efficiency  of  machinery  or  to  a  higher  grade  of  product  ? 

In  a  few  pages  it  is  intended  to  state  some  facts  in  regard  to  the 
principal  water-consuming  industries  in  relation  to  the  above  ques- 
tions. 

BOILER  WATER 

The  most  extensive  industrial  consumption  of  water  is  in  the  pro- 
duction of  steam  that  is  thereafter  used  as  a  source  of  motive  power, 
heat  or  purified  water.  A  deposit  is  left  in  boilers  when  water  is 
changed  to  steam.  The  residue  varies  in  thickness,  porosity  and 
hardness,  according  to  the  chemical  composition  of  the  water  that 
is  used.  Besides  the  trouble  caused  by  incrustation,  certain  sub- 
stances occurring  in  natural  water  corrode  or  "pit"  the  boiler  tubes 
and  crown  sheets,  causing  leaks,  loss  of  strength,  and  consequent 
danger  of  explosion;  other  substances  in  the  boiler  water  may  be 
the  cause  of  foaming. 

From  various  tables  of  analyses  the  amount  of  incrustants  in 
some  waters  have  been  calculated;  the  results  are  given  in  grains 
per  United  States  gallon,  parts  per  million,  and  pounds  per  1,000 

gallons. 

Average  incrustants  in  boiler  xuaters 

Non- 

incrust- 

ants 

(parts 

per 

million). 


Source. 


Lake  Superior 

St.  Lawrence  River. . 

Lake  Miciiigan 

Maumee  Kiver 

Youghingheny  River. 

Missouri  River 

Sacramento  River 

Delaware  River 

Indianapolis  well 

Androscoggin  River.. 

Chicago  well 

Topeka  well 

El  Paso  well 

La  Junta  well 

Guthrie  well 

Kansas  River 


Incrustants. 

Parts  per 
million. 

Grains 
per  gal- 
lon. 

Pounds, 
per  1,000 
gallons. 

50 

2.92 

0.42 

115 

6.72 

.96 

103 

6.02 

.86 

360 

21.02 

3.00 

3fi3 

21.20 

3.03 

2,402 

140.28 

20.04 

131 

7.65 

1.09 

69 

4.03 

.58 

323 

18.87 

2.70 

35 

2.04 

,.29 

743 

43.42 

6.20 

388 

22.7 

3.24 

106 

6.27 

.89 

378 

22.11 

3.16 

439 

25.7 

3.7 

332 

19.42 

2.77 

10 

20 

13 

83 

o68 

144 

26 

14 

19 

6 

748 

270 

292 

787 

454 

230 


o  Free  sulphuric  acid  20  parts. 


PUEITY   OF   INDUSTRIAL   WATER   SUPPLIES  439 

The  ordinary  chemical  constituents  found  in  water  are  usually 
classified  as  follows  with  reference  to  their  eft'ect  upon  boilers:  Con- 
stituents that  form  scale — Mud  or  suspended  matter  composed  mainly 
of  sand  and  clay;  silica,  iron,  and  aluminum;  calcium  carbonate  and 
sulphate;  magnesium  when  present  as  carbonate  and  sometimes  as 
sulphate.  Constituents  causmg  corrosion — Organic  acids;  sulphuric 
and  hydrochloric  acids  formed  by  the  decomposition  of  magnesium 
salts;  sodium  chloride;  free  mineral  acids.  Constituents  causing 
foaming — Magnesium  sulphate  and  chloride,  sodium  compounds, 
organic  matter. 

Ninety-five  per  cent  of  all  incrustation  is  composed  of  calcium, 
magnesium,  carbonates,  and  sulphates.  A  carbonated  water  forms 
a  soft,  porous,  and  rather  bulky  deposit  that  is  comparatively  easy  to 
remove.  A  sulphated  water  forms  a  hard  resistant  scale  that  does 
not  readily  transmit  heat.  When  appreciable  quantities  of  magne- 
sium are  present,  together  with  both  the  carbonates  and  sulphates  of 
calcium,  the  resulting  scale  is  as  hard  and  resistant  as  porcelain, 
clinging  to  and  surrounding  the  boiler  tubes  and  greatly  impairing 
the  efficiency.  Scaling  is  the  most  common  and  the  most  objection- 
able source  of  boiler  trouble. 

Foaming  is  due  to  the  concentration  of  the  unprecipitated  salts  in 
the  boiler,  where  steam  is  constantly  being  given  off  while  the 
mineral  salts  stay  behind  in  solution. 

Thi-ee  sources  of  financial  loss  attendant  upon  the  use  of  impure 
water  in  boilers  have  already  been  mentioned : 

(1)  Incrustation,  (2)  corrosion,  (3)  foaming.  Complementary  to 
these  are  (4)  increased  cost  of  fuel,  (5)  increased  boiler  repairs,  (6)  in- 
creased time  for  cleaning  boilers,  (7)  shorter  life  of  boilers. 

A  very  defmite  increase  in  the  cost  of  fuel  is  incurred  on  account 
of  the  formation  of  scale  that  surrounds  the  tubes  and  absorbs  a  con- 
siderable percentage  of  the  fuel  energy.  It  would  be  a  conservative 
estimate  to  place  the  average  loss  of  fuel  efficiency  at  13  per  cent  for 
one-sixteenth  inch  scale.  If  the  average  thickness^  of  locomotive 
boiler  scale  in  the  United  States  were  taken  as  one-sixteenth  inch,  a 
similar  conservative  margin  would  be  left.  It  is  true  that  in  New 
England  and  some  other  areas  of  very  soft  water,  almost  no  scale  is 
formed,  but  on  the  other  hand,  boilers  working  in  the  Mississippi  basin 
are  very  badly  scaled,  and  those  in  the  Southwest  are  similarly 
affected.  A  13  per  cent  increase  in  coal  consumption  for  an  ordinary 
locomotive,  which  consumes  $5,000  worth  of  coal  a  year,  would 
mean  a  loss  due  to  the  use  of  impure  water  equivalent  to  $575.22  per 
annumi  for  every  locomotive  in  the  United  States. 

Practical  experience  has  shown  that  the  use  of  soft  water  for 
boilers  is  attended  by  a  great  reduction  in  the  cost  of  boiler  repairs. 
Engines  are  less  frequently  retubed  and  incidental  repairs  on  the 
fire  box  and  flues  are  saved.  On  some  roads  the  saving  in  boiler 
repairs  alone  has  paid  for  the  construction  and  maintenance  of 
softening  plants. 

The  worse  the  waters  are  the  more  often  the  boilers  have  to  be 
cleaned,  and  consequently  the  unproductive  period  is  lengthened. 
Cooling  down  and  subsequent  firing  up  are  the  usual  accompaniments 
of  boiler  cleaning  among  stationary  engineers,  and  coal  consumption 
is,  therefore,  increased  by  more  frequent  cleaning. 


440  REPORT    OF    THE   INLAND   WATERWAYS    COMMISSION 

It  is  well  knowai  that  locomotives  used  in  regions  of  soft  water  last 
ver}^  much  longer  than  those  used  in  regions  of  hard  water.  In  New 
England,  where  bad  waters  are  very  uncommon,  the  life  of  a  locomotive 
is  twenty  years  or  more,  the  flue  mileage  is  about  200,000  miles  and 
with  a  little  calking  they  will  last  for  a  similar  period  of  time.  On 
roads  operating  west  of  5lississippi  River  in  regions  of  hard  and  often 
corrosive  waters,  new  side  sheets  and  fire  boxes  are  generally  required 
each  year  of  service,  and  the  flue  mileage  rarely  ever  exceeds 
40,000  miles. 

On  the  Pittsburg  and  Lake  Erie  Railroad,  operating  200  engines 
over  194  miles  of  track,  the  following  losses  per  year  were  estimated 
to  be  due  to  the  use  of  impure  boiler  water : 

Loss  of  fuel  due  to  effect  of  scale,  etc $50, 000 

Average  number  of  locomotives  in  shop  at  all  times  for  repairs  and  new  fines.  17 

Ten  per  cent  interest  and  depreciation  on  the  8230,000  invested  in  these  17 

locomotives $23, 000 

Average  life  of  flues months. .  10 

Loss  due  to  shop  repairs  at  $100  per  boiler $20,  000 

Total  exceso  of  operation  cost $93, 000 

Ninety-three  thousand  dollars  would  be  sufficient  capital  in  itself 
to  erect  and  operate  for  one  year  several  water-softening  plants  on 
this  road. 

On  the  Wyoming  division  of  the  Union  Pacific,  when  the  natural 
waters  of  the  region  were  used,  the  average  life  of  a  set  of  flues  was 
six  months  in  a  passenger  locomotive,  and  ten  to  twelve  months  in  a 
freight  locomotive,  but  after  the  adoption  of  artificially  softened 
water,  the  average  life  was  increased  to  two  and  one-half  years  for 
engines  of  both  classes;  there  was  also  a  reduction  of  34  per  cent  in 
the  cost  of  locomotive  repairs  per  mile  traveled. 

The  mcreased  operation  cost  per  locomotive  per  annum  due  to  poor 
water  has  been  summarized  as  follows,  basing  the  estimates  upon  ex- 
perience on  roads  where  hard  water  was  replaced  by  soft  water : 

Fuel  that  might  be  saved $150 

Excess  boiler  repairs 300 

Excess  washing  and  cleaning 60 

Decreased  time  of  service 200 

Total  increase  in  cost  of  operation 710 

46,743  locomotives  in  service  in  1904  (Interstate  Commerce  Commission). .  33, 187,  530 

When  it  is  desired  artificially  to  soften  hard  water,  lime  or  soda  ash, 
or  both,  are  added  in  sufficient  quantity  to  precipitate  a  portion  of 
the  incrustants.  The  proportion  of  each  chemical  depends  upon  the 
composition  of  the  raw  water  and  the  necessary  degree  of  purification. 
The  initial  cost  of  softening  plants  depends  upon  the  number  of  gal- 
lons per  day  it  is  desired  to  treat.  It  runs  from  $5,000  for  a  plant 
treating  100,000  gallons  per  day  to  $18,000  for  a  plant  treating 
1,500,000  gallons  per  day.  The  principal  item  of  operating  expense 
is  the  cost  of  chemicals.  The  expense  for  attendance  is  small  in 
treating  an  ordinary  boiler  water,  because  the  work  can  be  done  by 
the  pumper  at  a  railroad  water  station  or  by  the  engineer  in  a  manu- 
facturing plant.  The  following  list  gives  some  idea  of  the  cost  of 
chemicals  per  1 ,000  gallons  of  treated  water : 


PURITY   OF    INDUSTRIAL   AVATER   SUPPLIES  441 

Cents. 

Between  Chicago  and  Missouri  River 1.4 

22  plants  of  the  Union  Pacific  Railroad 1.3 

Estimates  by  Handy: 

Ordinary  carbonated  water 0.  2  to  0. 5 

For  ordinary  sulpliate  water 1.  2  to  1. 4 

General  average •. 1      to  2 

Kennicott  Water  Softener  Company —2 

Estimates  by  Davidson: 

Fair  water  (about) 1 

Maximum  for  bad  water 10 

As  an  example  of  wbat  can  be  accomplished  b}^  artificial  softening, 
the  incrustating  solids  in  two  waters  before  and  after  treatment  are 
given : 


Pounds  of  in- 
crustants  per 
1,000  gallons. 

Before. 

After. 

Union  Pacific  supply,  North  Platte,  Nebr 

2.76 
6.69 

0  76 

Northwestern  supply,  Council  Bluffs,  Iowa 

51 

The  incrusting  solids  in  the  water  at  North  Platte  were  reduced  2 
pounds  ])er  ]  ,000  gallons,  or,  with  a  daily  consumption  of  water 
180,000  gallons,  5.4  tons  per  month  of  solid  matter  were  removed 
from  the  water  before  it  was  used  instead  of  being  shoveled,  washed, 
or  hammered  from  the  inside  of  the  boilers. 

For  an  example  of  what  may  be  accomplished  in  the  decrease  of 
the  production  cost,  the  estimate  below  has  been  devised.  From 
analyses  of  Maumee  River  water  that  have  been  quoted  it  is  seen  that 
the  incrusting  solids  amount  to  360  parts  per  million,  105  parts  of 
wliich  are  suspended  mud,  etc.,  and  the  rest  carbonate  and  sulphate 
of  calcium,  with  some  magnesium,  an  excellent  combination  for  the 
formation  of  a  hard  scale.  If  this  water  were  used  in  a  1,000-horse- 
power  boiler  100,000  gallons  daily  would  be  required;  in  6  working 
days  1,800  pounds  of  scale  would  be  deposited  in  the  boilers.  The 
first  set  of  figures  estimates  the  probable  excess  cost  due  to  the  use 
of  bad  water,  wliile  the  second  estimates  the  probable  cost  after  puri- 
fying the  water;  the  inference  to  be  drawn  from  the  difference  in 
dollars  and  cents  is  obvious. 

Average  coal  consumption  for  1 ,000-horsepower  boiler,  48  tons  a 
day;  48  tons  of  coal,  at  $1.50,  is  $72.  Estimated  saving  in  fuel  on 
tliis  water,  due  to  use  of  treated  water,  is  5  per  cent. 

HARD    WATER 

5  per  cent  of  $72  is  $3.60  per  day,  or  300  working  days $1,  080 

Cleaning  boiler,  at  $8  per  week 416 

Repairs  for  tubes,  etc 200 

Boiler  compounds 250 

Coal  for  raising  steam  after  cleaning,  104  tons,  at  $1.50 156 

7^  per  cent  depreciation  on  boiler  plant  costing  $15,000 1, 125 

Total 3,  227 

31673— S.  Doc.  325,  60-1 29 


442  EEPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


SOFT   WATER 


10  per  cent  interest  and  depreciation  on  softening  plant  costing  $3.500 $350 

Boiler  repairs 50 

Chemicals  at  1  cent  per  1,000  gallons 300 

Coal  for  raising  steam  after  cleaning,  16  tons,  at  $1.50 24 

5  per  cent  depreciation  on  boiler  plant  costing  $15,000 750 

Total 1,  474 

Total  saving  per  year,  $1,753,  which  is  50  per  cent  of  the  total  cost  of 
instalHng  the  softening  plant. 

WATER  IN  PAPER  MAKING 

Since  paper  ranges  in  quahty  from  the  finest  white  writing  paper 
to  the  coarsest  of  strawboard,  it  is  evident  that  the  production  cost 
due  to  impure  water  will  vary  according  to  the  quality  of  the  product. 
Turbid  waters  are  universally  injurious  in  paper  making,  and  the 
majorit}^  of  firms  have  trouble  with  hard  water.  Calcium  and  mag- 
nesium weaken  the  solution  of  the  resin  soap  by  partly  decomposing 
it.  Iron  causes  rusty  spots  on  white  and  tinted  papers.  Vegetable 
coloring  matter  produces  streaks  or  dull  shades  in  fabrics  that  should 
be  white.  Acid  waters  decompose  the  colors,  corrode  the  ^^^re  screens, 
and  attack  the  felts.  For  the  manufacture  of  all  the  finer  grades  of 
paper,  careful  water  purification  is  necessar}^.  Therefore  the  cost  of 
impure  water  in  this  industry  may  be  estimated  by  the  cost  of  puri- 
fying it. 

The  general  method  of  purification  is  sand  filtration  with  or  with- 
out alum  coagulant.  The  cost  of  installing  the  filters  ranges  from 
$300  to  $13,000  for  a  capacity  of  1,000,000  gallons  a  day.  The  aver- 
age cost  is  about  $5,000  per  1,000,000  gallons  per  day.  The  cost  of 
maintenance  varies  from  50  cents  to  $10  per  1,000,000  gallons.  One 
very  careful  estimate  from  a  company  operating  over  50  mills  gives 
the  average  annual  cost  of  purification  as  $300  for  a  plant  using 
1,000,000  gallons  every  twenty-four  hours.  A  conservative  estimate 
for  the  average  consumption  of  water  is  140,000  gallons  per  ton  of 
finished  product,  or,  in  other  words,  12  cents  per  ton  of  paper  is  that 
part  of  the  production  cost  due  to  the  use  of  impure  water.  Basing 
an  estimate  on  2,980,000  tons,  the  amount  of  paper  made  in  1905,  it 
cost  the  paper  mills  of  the  United  States  $342,700  to  use  impure 
water,  an  amount  equal  to  yVv  P^r  cent  of  the  total  value  of  the 
products. 

OTHER  INDUSTRIES 

There  are  many  other  large  and  important  industrial  processes  into 
which  impure  water  enters  as  part  of  the  production  cost.  A  few  of 
them  are  given:  Bleacheries,  dye  works,  canning  factories,  pickle 
factories,  creameries,  slaughterhouses,  packing  houses,  nitroglycerin 
factories,  distilleries,  breweries,  woolen  mills,  starch  factories,  sugar 
works,  tanneries,  glue  factories,  soap  factories,  strawboard  mills, 
chemical  works. 

In  all  factories  of  these  tj^es  the  use  of  impure  water  is  attended 
by  a  more  or  less  definite  increase  of  cost  production. 


PUKITY   OF    INDUSTRIAL   WATER   SUPPLIES  443 

DOMESTIC  WATER  SUPPLIES 

A  manual  published  by  M.  N.  Baker  in  1897  reports  the  number  of 
cities  and  villages  fully  or  partly  supplied  with  public  waterworks  as 
3,042.  Since  that  year  there  has  been  such  activity  in  the  line  of 
sanitary  improvement  that  the  number  of  waterworks  sj^stems  has 
possibly  been  doubled  or  tripled.  The  urban  population  of  the 
United  States  is  now  about  45,000,000.  If  it  be  considered  that  a 
majority  of  these  persons  live  in  settlements  ec[uipped  with  public 
water  supplies,  then  multiplying  this  figure  by  100  gallons  per  capita 
per  day,  a  low  average  consumption,  it  would  be  found  that  over 
4,500,000,000  gallons  per  day  are  used  for  domestic  supply  in  the 
United  States.  This  would  be  an  annual  consumption  of  1,500,000,- 
000,000  gallons,  an  amount  equal  to  3  per  cent  of  all  the  water  that 
flows  over  Niagara  Falls;  assuming  a  velocity  of  5  feet  per  second,  it 
would  require  a  pipe  41  feet  in  diameter  to  carry  the  water;  or  a  river 
150  feet  wide  and  15  feet  deep  with  an  average  stream  velocity  of  3 
feet  per  second. 

EFFECTS  OF  IMPITRITY  ON  DOMESTIC  SUPPLIES 

The  factors  that  may  affect  the  value  of  a  })ublic  water  supply, 
making  it  dangerous,  uneconomical,  or  merely  unpleasing,  have  been 
very  carefull}^  reviewed  by  George  C.  '\^Tiipple  who  has  devised  for- 
mulas for  calculating  in  dollars  and  cents  the  financial  loss  due  to 
impurities. 

A  water  for  drinking  must  be  free  from  all  poisonous  substances, 
such  as  lead,  arsenic,  zinc,  etc.;  it  must  be  free  from  bacteria  or  other 
organisms  that  are  likely  to  cause  disease,  such  as  the  bacilli  of 
typhoid  fever  or  dysentery;  it  must  be  free  from  bacteria  of  fecal 
origin.  It  must  also  be  clear,  colorless,  odorless,  and  fairly  free  from 
objectionable  chemical  substances  and  microscopic  organisms.  It 
must  be  well  aerated  and  of  fairly  low  temperature. 

A  supply  should  be  low  in  mineral  salts.  Hardness  makes  a  water 
troublesome  in  laundries  and  for  bathing;  iron  makes  stains  in  the 
laundry;  chlorine  corrodes  pipes.     Some  other  salts  are  troublesome. 

Mr.  Whipple  estimates  the  sanitary  quality  from  the  amoimt  of 
typhoid  fever;  the  attractiveness  from  the  color,  odor,  and  turbidi' v; 
he  also  calculates  the  depreciation  due  to  hardness  and  to  temperature. 

The  formulse  are  quoted: 

Depreciation  due  tu  sanitary  quality — 

D=2.75iT-N) 
Depreciation  due  to  physical  characteristics — 

,Pc+Pt+Po 


D=20' 


100 


c 

Po=22  0-^+3.5  0-'d+5  0% 
Depreciation  due  to  hardness — 


Depreciation  due  to  temperature- 


180 


444  REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

in  whicli 

D  =the  depreciation  value  in  dollars  per  million  gallons. 

T  =typhoid  fever  death  rate  per  100,000. 

iV"  =typhoid  fever  death  rate  assumed  to  be  due  to  causes  other  than  water,  and 
which  may  be  ordinarily  taken  as  20  per  100,000. 

p^  ==per  cent  of  consumers  who  object  to  the  color  of  the  water. 

p^  =per  cent  of  consumers  who  oliject  to  the  turbidity  of  the  water. 

Pg  =per  cent  of  consumers  who  object  to  the  odor  of  the  water. 

c    =  color  reading. 

t    =turbidity  reading. 

Oy=odors  due  to  vegetable  matter,  expressed  according  to  standard  numerical 
scale. 

0(j=odors  due  to  decomposition,  expressed  according  to  standard  numerical  scale. 

Oo=odors  due  to  microscopic  organisms,  expressed  according  to  standard  numer- 
ical scale. 

H  =hardness  of  water  in  parts  per  million. 

d   :=average  temperature  of  water  during  four  warmest  months. 

An  application  of  these  formulse  to  the  water  supply  of  Philadel- 
phia shows  their  practice  value. 

Source  of  supply,  Schuylkill  River  without  filtration;  typhoiti 
fever  in  1905,  51.1  deaths  per  100,000  inhabitants;  turbidity,  150 
parts  per  million;  color,  10  parts  per  million;  odor,  3  v+  2  m;  per 
cent  of  objecting  consumers,  102;   hardness,  179  parts  per  million. 


Depreciation  due  to — 


Per  million 
gallons. 


Sanitary  q  uality 

Physical  characteristics. 
Hardness 

Total 


$55. 52 
20.40 
17.90 


93.82 


Assuming  a  daily  consumption  of  140,000,000  gallons,  this  would 
mean  an  annual  loss  of  $4,794,000,  the  interest  at  5  per  cent  on  about 
S96,000,000. 

The  average  value  of  one  human  life  sacrificed  by  typhoid  is  about 
$5,000.  For  each  death  10  to  20  persons  are  sick  with  the  disease 
and  cost  about  $100  each  for  medical  treatment,  nursing,  medicine,  etc. 
But  other  sicknesses  besides  typhoid  fever  are  caused  by  impure 
water  supplies,  so  that  every  death  reported  from  typhoid  fever  is 
equivalent  to  a  loss  to  the  community  of  not  less  than  $10,000. 
The  annual  losses  from  insanitary  water  supplies  in  some  of  the 
large  cities  of  the  United  States  may  be  seen  from  the  following 
table,  remembering  that  each  death  means  a  loss  of  $10,000: 


PURITY   OF    INDUSTRIAL    WATER    Sl'PPLIES 


445 


Mortality  table  of  typhoid  fever,  1905,  in  the  larger  cities  reporting  to  the  United  States 

Census  Bureau 


[Cities  of  100,000  population  and  over] 


City. 


Allegheny,  Pa 

Baltimore,  Md 

Boston,  Mass 

BiuTalo,  N.  Y 

Chicaso,  111 

Cincinnati,  Oliio 

Cleveland,  Ohio 

Columbus,  Ohio 

Denver,  Colo 

Detroit,  Mich 

Fall  River,  Mass 

Indianapolis,  Ind 

Jersey  City,  N.J 

Kansas  City,  Mo 

Louisville,  Ky 

Memphis,  Tenn 

Milwaukee,  Wis 

Minneapolis,  Minn 

New  Haven,  Conn 

New  Orleans,  La 

New  York  Oiggregate). 

Newark,  N.J 

Omaha,  Nebr 

Paterson,  N.J 

Philadelphia,  Pa 

Pittsliurg,  Pa 

I'rovidence.  R.  I 

Rochester,  N.  Y 

St.  Joseph,  Mo 

St.  Louis,  Mo 

St.  Paul,  Minn 

Scranton,  Pa 

Svracuse,  N.  Y 

Toledo,  Ohio 

Washington,  D.  C 

Worcester,  Mass 


181 

195 

124 

92 

329 

141 

65 

121 

61 

69 

12 

64 

46 

110 

110 

41 

71 

64 

51 

101 

641 

40 

30 

16 

724 

393 

40 

21 

9 

144 

21 

20 

20 

71 


142,848 
546,217 
595,380 
376,914 

1,990,750 
343,337 
437, 114 
142, 105 
150,317 
325, 563 
105, 762 
212, 198 
•2.32.699 
179, 272 
222,660 
121.235 
312, 948 
261,074 
119,027 
309,639 

4,000,403 
283,289 
120, 565 
111,529 

1,417,062 
364, 161 
198,635 
182, 022 
115, 479 
&36.973 
197,023 
116,111 
117,129 
155, 287 
.302, 883 
128, 135 


4,265 


126.7 
35.7 
20.8 
24.4 
16.5 
41.1 
14.9 
85.1 
40.6 
21.2 
11.3 
30.2 
19.8 
61.4 
49.4 
33.8 
22.7 
24  4 
42.8 
32.6 
16.0 
14.1 
24.9 
14.3 
,51. 1 

107.9 
20.1 
11.5 
7.8 
22.6 
10.7 
17.2 
17.1 
4.5.7 
48.2 
21.1 


33. 5 


The  following  tables,  showing  a  difference  in  typhoid  death  rate 
between  cities  having  polluted  supplies,  and  those  having  fairly  well- 
protected  supplies,  is  significant: 

Cities  receiving  supplies  from  uplands  or  lakes  or  filtered  river  ivaters 


City. 


Source  of  supply. 


Boston Rivers  and  ponds  (conserved) . 

Buffalo Lake  Erie. 

Chicago Lake  Michigan . 

Cleveland I  Lake  Erie 

Detroit j  Detroit  River  (near  Lake  St.  Clair) -. . 

Fall  River |  Purified  river  water 

Jersey  City 1  Upland 

Milwaukee Lake  Michigan 

New  York !  Croton  River  and  other  supplies;  proi)i>rty  pro 

i  tected. 

Newark !  Purified  upland 

Providence [  Pawtuxet  River  (eon.served) 

Rochester Hemlock  I^ake 

St.  Louis 

St.  Paul 

Scranton 


Mississippi  River  (filtered). 

Wells  and  lakes 

Upland 


Popula- 

Deaths 

Rate  per 

tion. 

in  1905, 

100,000. 

.595,380 

124 

20.8 

376,914 

92 

24.4 

1,990,750 

329 

16.5 

437,114 

65 

14.9 

325,. 563 

69 

21.2 

105,762 

12 

n.3 

232,099 

40 

19.8 

312,948 

71 

22.7 

4,000,403 

641 

16.0 

283,289 

-      40 

14.1 

190,635 

20 

20.1 

182,022 

21 

11.5 

636,973 

144 

22.6 

197,023 

21 

10.7 

116,111 

20 

17.2 

9,983,586 

17.5 

446 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


Cities  having  supplies  from  rivers,   receiving  raw  water  directly  from  rivers,   or  from 
streams  and  gravel,  subject  to  pollution 


City. 


Source  of  supply. 


Popula- 
tion. 


Deaths  i  Rate  per 
in  1905.   ,   100,000. 


Allegheny 

Cincinnati 

Columbus 

Indianapolis 

Kansas  City,  Mo. 

Louisville,  Ky 

Memphis 

Minneapolis 

New  Haven 

Omaha 

Philadelphia 

Pittsburg 

Toledo,  Ohio 

Washington,  D.  C 


Allegheny  River  (polluted) 

Ohio  River  (polluted) 

Scioto  River  (polluted) 

Gravel  and  White  River  mainly  (polluted) 

Missouri  River  (polluted) 

Ohio  River  (polluted) 

Wells  in  gravel  (partially  purified) 

Mississippi  River  (polluted) 

Small  streams  (polluted) 

Unflltered  Missouri  River 

Schuylkill  River  (polluted) 

Monongahela  and  Allegheny  rivers  (polluted) . . . 

Maumee  River  (polluted) 

Potomac  (before  filtration) 


142,848 
343,337 
142,105 
212, 198 
179,272 
222,660 
121,235 
261,974 
119,027 
120,565 
1,417,062 
364, 161 
155,287 
302,883 

4,104,614 


181 

141 

121 

64 

110 

110 

41 

64 

51 

30 

724 

393 

71 

129 


126.7 
41.1 
85.1 
20.2 
61.4 
49.4 
33.8 
24.4 
42.8 
24.9 
51.1 

107.9 
45.7 
48.2 

54.5 


12.  APPLICATIONS  OF  WATER  PO\ATER 


By  W.  E.  Herring 
Engineer,  U.  S.  Forest  Service 


The  application  of  great  water  powers  to  the  industrial  wants  of 
distant  cities  is  less  than  ten  years  old  and  is  still  in  its  infancy,  yet 
in  this  short  space  of  time  plants  supplying  a  large  number  of  cities 
in  the  United  States  with  a  combined  capacity  of  hundreds  of  thou- 
sands of  horsepower  have  been  installed.  To  reach  these  industrial 
centers  the  water  power  is  electrically  transmitted,  and  in  many  cases 
the  distance  is  over  100  miles.  This  method  of  utilizing  water  power 
has  been  made  possible  only  by  long  distance  transmission.  Fifteen 
years  ago  10  miles  was  the  limit  to  which  electrical  power  could  be 
transmitted,  but  at  the  ])resent  time  150  miles  is  very  common  and 
in  one  case  a  line  of  200  miles  is  in  use.  This  fact  has  been  the 
greatest  incentive  to  such  water-power  developments. 

Cheap  and  convenient  power  conduces  more  to  the  growth  of  a 
community  than  any  other  single  item.  Industrial  operations  have 
more  and  more  been  drawn  toward  those  localities  where  power  is 
easily  procured,  well  illustrated  by  the  tendency  to  locate  large  man- 
ufactories in  regions  where  fuel  is  plentiful  and  cheap. 

The  chance  of  commercial  success  is  the  first  subject  of  investi- 
gation in  any  proposed  water-power  development  and  the  problem  is 
whether  or  not  power  can  be  furnished  at  a  slightly  lower  price  than 
the  prevailing  rate  and  still  give  a  good  return  on  the  capital  in- 
vested. This  depends  upon  the  available  market,  its  distance  from  the 
plant,  and  the  price  current  in  that  market  for  power.  With  this 
then  arises  the  question  as  to  whether  the  available  flow  is  sufficient 
to  produce  the  power  required  at  the  time  of  maximum  load  or  not, 
for  if  not,  it  is  necessary  to  resort  to  storage,  which  increases  the  cost 
very  materially;  yet,  if  only  the  available  flow  of  the  stream  during  a 
certain  ]>ortion  of  the  year  could  be  devoted  to  the  purpose  of  gen- 
erating power,  many  of  the  large  plants  could  not  be  utilized.  On  the 
other  hand,  however,  if  all  the  water  carried  in  the  stream  could  be 
made  to  do  work  and  at  the  same  time  the  water  could  be  utilized 
in  maintaining  navigation,  in  irrigating,  or  some  other  important 
duty,  then  such  powers  need  only  development  to  be  commercial 
possibilities. 

Water  power  is  not  always  cheaper  than  steam,  but  generally  it  is, 
and  by  an  amount  which  will  allow  of  its  being  transformed  into 
electrical  energy  and  transmitted  to  the  point  of  use.  Its  advan- 
tages over  steam  power  are  the  saving  of  fuel,  smaller  cost  of  building 
for  a  given  capacity  of  plant,  and  less  cost  for  labor. 

447 


448  REPORT   OF    THE   INLAND   WATERWAYS    COMMISSION 

The  location  of  an  available  site  is  first  purchased  outright,  and  if 
storage  is  to  be  resorted  to,  title  is  obtained  to  all  land  that  will  be 
submerged.  This  step  gives  absolute  control  of  that  particular  site. 
Should  it  happen  that  the  flow  is  sufficient  to  furnish  a  large  develop- 
ment and  only  a  portion  of  it  is  used,  the  balance  is  allowed  to  waste, 
as  no  concern  which  might  be  a  rival  is  allowed  to  make  use  of  it. 
It  is  thus  a  monopoly  at  that  particular  point.  Owing  to  the  low 
cost  of  the  power  and  the  distance  to  wliich  it  can  be  transmitted, 
such  sites  are  in  demand  and  it  is  almost  impossible  at  the  present 
time  to  find  a  suitable  site  within  a  reasonable  distance  of  a  market 
for  such  a  plant  in  the  northwestern  States,  or  on  the  west  side  of  the 
Sierra  Nevada  Mountains  which  has  not  already  been  appropriated. 

A  splendid  illustration  of  the  extent  to  wliich  such  water-power 
development  is  being  monopolized  is  given  in  California,  where,  of 
numerous  rights  of  way  granted  for  ditches,  reservoirs,  pole  lines, 
and  other  power  purposes  in  three  of  the  land  districts,  65  per  cent  are 
controlled  by  three  companies.  One  of  the  largest  companies  in  the 
State  is  selling  power  in  comparatively  large  units  at  1|  cents  per 
kilowatt  hour  for  twenty-four-hour  service,  or  at  about  $98  per 
horsepower  per  annum.  Another  consiimer  of  over  1,500  horse- 
power pays  0.9  cents  per  kilowatt  hour  for  twenty-four-hour  service 
or  at  the  rate  of  $58.83  per  horse-power  year.  So  far  as  known,  this 
is  their  lowest  rate  made  to  a  consumer. 

On  four  of  the  rivers  in  northern  California  where  there  is  a  possible 
development  of  over  800,000  horsepower,  only  20,000  has  been  actu- 
ally -utilized,  while  speculative  water  rights  are  held  on  these  streams 
from  which  over  566,000  horsepower  could  be  developed;  or  in  other 
words  75  per  cent  of  the  power  possibilities  on  these  streams  have 
been  alienated  from  public  ownership  and  less  than  2  per  cent  utilized 
for  useful  purposes.  The  extent  to  which  the  control  of  such  plants 
is  passing  into  the  hands  of  a  few  of  the  larger  companies  is  also 
well  illustrated  in  California,  where  4  of  the  largest  companies  have 
a  combined  capital  of  $55,000,000,  and  operate  30  hydroelectric 
plants  and  18  steam  plants.  The  largest  one  of  these  companies 
supplies  power  to  26  indi^adual  lighting  companies  and  12  electric 
railway  companies,  in  addition  to  a  number  of  cities  and  towns  where 
it  has  its  own  substations. 

North  of  Bakersfield,  Cal.,  there  are  now  in  operation  hydroelectric 
plants  with  a  combined  capacity  of  over  150,000  horsepower,  while 
south  of  this  point  there  are  about  50,000  horsepower  more,  making 
a  total  of  over  200,000  horsepower  in  the  State. 

The  Bureau  of  the  Census,  in  its  last  report  on  electric  powers  in 
the  United  States,  shows  an  increase  from  1900  to  1905  of  270  per 
cent  in  the  amount  of  electric  power  in  use,  a  majority  of  which  is 
probably  generated  by  water  power.  In  the  same  report  they  show 
a  total  to  January  1,  1905,  of  only  598,900  total  horse])ower  in  elec- 
trical-transmission plants  which  includes  only  thc*^  large  ones.  This 
is  obviousl}"  too  low,  as  the  total  given  for  California  is  only  119,500 
horsepower  and  in  reality  the  total  was  greater  than  this  by  at  least 
40  per  cent.  Up  to  the  same  date  th(\y  show  a  total  in  the  United 
States  of  1,047,969  horsepower  developed  from  water  ))ower  alone. 
As  this  amount  is  not  separated  it  is  imj)ossible  to  tell  what  per  cent 
is  used  for  develoi)ing  j)ower  to  be  transmitted  electrically. 


APPLICATION    OF    WATER   POWER  449 

It  requires  a  large  outlay  of  capital  to  secure  and  hold  these  loca- 
tions, and  unless  the  entire  situation  at  the  ptirticular  point  in  ques- 
tion can  be  controlled  it  is  not  feasible  to  obtain  the  necessary  funds. 
Over  40,000  horsepower  is  transmitted  from  the  Niagara  Falls 
development  to  Buffalo,  of  wliich  more  than  20,000  is  used  in  manu- 
facturing and  mdustrial  works.  Wlien  such  plants  can  furnish 
power  at  a  less  cost  than  it  can  be  furnished  in  other  ways,  the 
market  for  power  is  monoplized  and  the  development  of  such  plants 
becomes  a  monopoly. 

The  monopoly  of  water  power  affects  every  individual  within  that 
territory,  for  the  reason  that  -it  has  to  do  with  the  commodities  of 
everyday  life.  Heat,  light,  and  power,  particularly  tlie  two  latter, 
are  practicall}'  controlled  by  such  a  monopoly.  Prices  are  usually 
not  based  upon  a  fair  return  from  the  amount  invested,  but  are  so 
arranged  as  to  be  slightly  less  than  the  cost  of  furnishing  the  same 
item  when  steam  is  used. 

The  expansion  of  electric  water-power  S3'stems  has  been  much 
greater,  as  a  rule,  than  that  of  electrical  supply  from  steam-driven 
stations,  and  that  the  power  is  cheaper  is  well  illustrated  in  Buffalo, 
where  over  7,000  horsepower  transmitted  from  Niagara  is  used  in 
place  of  steam  in  the  street-railway  lines  of  that  city.  One  of  the 
largest  single  users  of  such  power  in  Southern  California  is  one  of  the 
street-railway  lines  in  Los  Angeles,  which  uses  2,000  horsepower,  part 
of  which  is  brought  a  distance  of  US  miles  and  jet  is  cheaper  than 
steam  power.  The  companies  developing  such  power  in  California, 
for  uistance,  furnish  power  to  the  street  railways,  manufacturing 
plants,  and  factories,  and  to  many  small  consumers  for  pumping  water 
for  irrigating  purposes,  motive  power  for  machinery  on  the  farms,  and 
lights  in  the  farm  house,  small  towm,  and  city.  Thus  it  is  seen  that  all 
classes  are  affected  by  such  a  monopoly  and. that  each  contributes  to 
its  support.  In  New  York  State,  where  fuel  is  cheap,  power  is  sup- 
plied from  hydro-electric  plants  at  S20  per  horsepower  per  year  for 
twenty-four  fiour  service.  In  North  and  South  Carolina  the  average 
charge  is  $15  per  horsepower  per  year  for  sixty-six  hours  per  vvcek. 
Compare  these  prices  with  those  in  California,  Vviiere  one  of  the  largest 
producers  of  such  power  charges  its  largest  consumer  (averaging  over 
2,000  horsepower)  at  a  rate  of  approxhnately  S53  per  horsepower  per 
year,  and  the  smaller  consumer  pays  more  than  twice  this  amount. 
The  difference  arises  from  the  variation  in  the  price  of  fuel  and  not 
altogether  from  the  difference  in  the  initial  costs  of  the  developments. 
Surely  no  one  will  argue  that  there  is  any  good  reason  for  a  difterence 
of  $35  per  horsepower  year  in  the  amounts  paid  by  the  consumer. 
Even  should  there  be  a  difference  of  as  much  as  $100  per  horsepower 
in  the  installation  this  would  only  account,  at  6  per  cent  per  annum, 
for  $6  of  the  difference. 

The  actual  cost  of  production  of  power  with  steam  is  very  hard  to 
determine,  but  the  most  patient  and  searching  investigations  show 
that,  on  a  basis  of  500  net  horsepower  delivered  ten  hours  per  day  and 
308  days  per  year,  the  cost,  with  coal  at  $3  per  ton,  varies  from  about 
$36  for  a  simple  high-speed  engine,  to  about  $25.50  for  a  triple  expan- 
sion, condensing  low-speed  engine.  In  units  of  50  horsepower  the 
cost  per  horsepower  ten  hours  per  day  may  easily  be  $75,  and  in 
regions  where  fuel  is  high,  or  if  the  engines  are  not  run  economically, 
the  cost  may  mount  up  as  high  as  $150. 


450  REPORT    OF    THE   INLAND    WATERWAYS    COMMISSION 

With  a  working  year  of  three  thousand  and  eighty  hours  the  cost  of 
steam  power  in  units  up  to  20  horsepower  is  seldom  below  5  cents 
per  horsepower  hour.  Above  20  and  up  to  1 00  horsepower  the  cost  is 
less,  but  seldom  below  2 J  cents  per  horsepower  hour.  Over  100 
horsepower  the  cost  decreases,  but  even  in  the  largest  developments 
is  not  often  less  than  1  cent  per  horsepower  hour.  These  figures 
assume  practically  continuous  working;  if  it  is  intermittent  the  cost 
of  course  is  increased.  With  a  20,000-horsepower  plant,  coal  at  $2.25 
per  ton,  and  a  fairly  long  distributing  sA^stem,  the  actual  cost  per 
horsepower  year  is  $33. 

Since  the  water  power  can  be  and  is  sold  for  as  low  as  $20  per  horse- 
power year  when  necessary  to  secure  the  business,  it  is  self-evident 
that  the  actual  cost  of  electrically  transmitted  water  power  as  a  gen- 
eral rule  is  much  less  than  steam.  One  of  the  nicest  points  in  operat- 
ing such  a  plant  is  the  correct  adjusting  of  the  prices  of  such  power 
to  the  existing  market,  for  it  is  not  easy  to  find  the  happy  medium 
between  the  cost  of  this  power  and  other  power  which  will  allow  of 
the  maximum  net  profit. 

It  has  been  estimated  that  every  person  in  the  United  States  uses 
annually  about  $7  worth  of  electricity  in  some  form.  Trolley  rides 
lead  at  $3  per  capita,  and  electric  light  is  second  with  $1.50  per  capita. 
This  gives  a  very  good  idea  of  the  interest  each  individual  has  in  such 
developments. 


13.    RELATION    OF    WATER    CONSERVATION    TO    FLOOD 
PREVENTION  AND  NAVIGATION  IN  OHIO  RIVER 


By  M.  O.  Leighton 
Chief  Hydrographer,  United  States  Geological  Survey 


[A  discussion  of  the  possibilities  of  preventing  floods  and  maintaining  navigable  depth  by  the  estab- 
lishment and  maintenance  of  reservoirs  in  highland  tributaries  of  great  rivers,  based  on  an  investiga- 
tion of  such  possibilities  in  the  basin  of  Ohio  River] 

INTRODUCTION 

This  report  will  be  confined  to  a  statement  of  possibilities.  There 
will  be  no  attempt  to  prescribe  methods  for  treatment  of  each  local 
modifying  condition  that  will  be  encountered  in  the  prosecution  of  the 
plan  here  proposed.  Such  features  are  merely  collateral,  and  their 
proper  disposition  is  a  matter  of  ordinary  engineering.  It  is  not 
expected  that  the  facts  here  set  forth  will  refute  all  the  objections 
made  in  past  years  to  the  conservation  scheme.  Such,  indeed,  is  not 
the  object.  The  paper  will  have  served  its  purpose  if  it  demonstrates 
that  the  plans  proposed  have  so  many  features  of  promise  that  it 
would  be  a  grave  mistake  to  recommend  the  permanent  adoption  of 
a  governmental  policy  that  did  not  recognize  the  possibilities  and 
provide  for  a  further  and  more  minute  investigation  of  them. 

Briefly  stated,  the  contentions  are  as  follows: 

First.  That  the  logical  way  to  control  a  river  is  to  control  the 
sources  of  its  water  supply. 

Second.  That  in  nearly  all  of  the  rivers  of  the  United  States  such 
control  can  readily  be  effected  by  the  construction  of  storage  reser- 
voirs. 

Third.  That  the  way  to  prevent  floods  is  to  use  these  reservoirs  to 
catch  and  temporarily  hold  the  flood  waters,  so  that  they  will  not 
descend  upon  the  lower  valleys  in  so  large  unit  volume. 

Fourth.  That  in  the  majority  of  cases  the  improper  and  illogical 
way  to  attempt  the  control  of  floods  is  to  endeavor  to  confine  the 
rivers  between  high  and  expensive  levees. 

Fifth.  That  except  along  those  portions  of  river  channels  that  are 
too  steep  for  open  navigation,  the  proper  way  to  maintain  navigable 
depth  at  the  low-water  season  is  to  provide,  if  possible,  for  the  intelli- 
gent release  of  stored  w^ater. 

Sixth.  That  canalization  of  rivers  should  be  the  resort  only  along 
those  portions  of  the  channel  too  steep  for  open  navigation  or  in  the 
tributary  basins  of  which  sufficient  flood  water  can  not  be  stored  to 
maintain  navigable  depth  at  low  water;  further,  that  when  such 
results  may  be  derived  from  storage  reservoirs,  canalization  is  dispro- 
portionately expensive  in  maintenance  and  the  money  so  expended 
might  b©  used  for  more  useful  purposes  in  the  uplands. 

451 


452  EEPORT   OF   THE   INLAND   WATERWAYS    COMMISSION 

Seventh.  That,  while  the  first  cost  of  the  proposed  conservation 
system  will  be  large,  the  burden  will  be  widely  distributed  over  a 
series  of  years  necessary  to  complete  the  construction. 

Eighth.  That  the  ulitmate  cost  will  appear  nominal  when  com- 
pared with  the  enormous  benefits  conferred,  these  benefits  being 
applied  to  water  power  and  to  irrigation,  as  well  as  to  flood  preven- 
tion and  navigation. 

The  general  proposition  in  this  paper  is  not  new.  It  was  proposed 
by  a  British  engineer  in  the  year  1800,  and  in  this  country  by  Mr. 
Charles  Ellet,  jr.,  nearly  sixty  years  ago.  An  interesting  discussion 
ensued  at  the  time,  wliich  was  apparently  brought  to  a  close  in  1857 
.by  a  report  of  Mr.  W.  Milnor  Roberts.  So  efi"ectively  did  Mr.  Rob- 
erts dispose  of  the  matter  that  at  that  time  the  policy  of  the  Govern- 
ment appears  to  have  been  well-nigh  crystallized.  Whether  or  not 
]\ir.  Roberts's  contentions  were  correct,  he  enlisted  the  approval  of 
so  many  engineers  that  even  at  the  present  time  when  one  advo- 
cates the  conservation  scheme  he  is  almost  certain  to  be  met  with 
the  question  ' '  Have  you  read  the  report  of  Milnor  Roberts  ? "  There- 
fore it  will  be  profitable  to  review  briefly  the  points  of  objection 
made  by  this  distinguished  engineer. 

In  the  first  place,  it  should  'he  borne  in  mind  that  the  report  of 
Mr.  Roberts  was  presented  in  the  year  1857,  when  the  country  trib- 
utary to  Ohio  River  was,  so  far  as  special  topography  and  reser- 
voir facilities  are  concerned,  practically  an  unknown  region.  At  the 
outset  of  his  presentation  Mr.  Roberts  made  a  very  sensible  obser- 
vation that  applies  with  equal  force  to-day,  viz: 

The  question  is  not  merely  one  of  dollars  and  cents  that  may  be  involved  in  the 
adoption  and  completion  of  a  particular  plan;  it  is  of  the  first  consequence  that  that 
jjlan  shall  be  one  with  which  the  sober  good  sense  of  the  country  will  rest  satisfied 
and  which  in  the  end  will  l^e  productive  of  the  greatest  benefit. 

In  considering  the  objections  of  Mr.  Roberts  the  author  will  use 
an  abstract  of  the  same  made  by  Maj.  William  E.  Merrill,  Corps  of 
Engineers,  the  successor,  friend,  and  supporter  of  Mr.  Roberts.  This 
abstract  appears  in  the  Report  of  the  Chief  of  Engineers  for  1873, 
volume  1,  pages  500  to  501,  inclusive. 

First.  ''Six  such  sites  can  not  be  found  on  the  headwaters  of  the 
Ohio  and  an  increased  number  of  smaller  reservoirs  would  be  needed." 

Mr.  Roberts's  criticism  here  is  a  reply  to  Mr.  El  wood  Morris,  an 
engineer  who,  in  support  of  the  ideas  of  Mr.  Ellet,  calculated  the 
effect  of  such  storage  on  Ohio  River  by  assuming  hypothetically  the 
existence  of  6  reservoir  sites,  each  capable  of  conserving  the  drainage 
from  600  square  miles.  Indeed  a  large  part  of  Mr.  Roberts's  report 
is  devoted  to  a  demonstration  of  the  fact  that  6  such,  sites  are  not 
to  be  found  in  the  Ohio  basin.  Mr.  Morris  merely  assumed  the  possi- 
l)ility  of  sites  for  these  reservoirs  for  purposes  t)f  calculation. 

Second.  "These  dams  would  destroy  all  raft  or  flatboat  commerce 
above  them.  Arrangements  that  might  be  made  to  provide  a  pas- 
sage by  chute  would  not  answer  when  the  reservoir  was  not  full, 
which  might  often  happen." 

The  conditions  of  traffic  that  allowed  tliis  objection  to  be  taken 
seriously  have  now  passed.  At  present  the  conditions  of  transpor- 
tation are  such  that  we  are  not  giving  much  thought  to  raft  and  flat- 
boat  commerce  on  the  highland  tributaries  of  any  stream. 


WATER   CONSERVATION   AND    FLOOD    PREVENTION  453 

Third.  ''There  would  he  ^reat  danger  of  breakage  from  unforeseen 
leaks  or  accidents.  Reservoirs  constructed  on  dry  ground  have  some- 
times broken  and  the  danger  is  much  greater  in  a  running  stream. 
Should  one  such  dam  break  it  would  probably  carry  all  others  lower 
on  the  same  stream  and  pour  a  fi-ightful  wave  of  destruction  on  the 
valley  below.  The  possible  loss  of  life  and  property  that  might 
ensue  is  beyond  all  estimate. " 

We  laiow  more  about  reservoirs  than  in  those  days.  There  are, 
of  course,  possibilities  of  breakage,  but  this  has  not  inliibited  the 
development  of  reservoir  systems.  Every  jnece  of  construction  made 
by  man  is  liable  to  failure.  Life  itself  is  hazardous.  If  the  objections 
here  recorded  were  used  consistently  with  reference  to  all  modern 
economic  development,  mankind  would  be  crouching  on  the  ground 
in  the  open  country,  shaken  by  apprehension.  Every  feature  of  our 
development  makes  it  necessary  to  assume  hazards,  and  modern 
engineering  has  rendered  the  reservoir  so  safe  that,  as  a  agent  of 
violent  death,  it  can  not  be  placed  in  the  same  class  with  the  ordinary 
morning  stroll  down  the  streets  of  a  great  cit}^ 

Fourth.  ''The  damages  on  account  of  farms  overflowed,  towns, 
oil  wells,  and  manufacturing  establishments  submerged,  railroads 
compelled  to  rebuild  their  lines  on  higher  levels  so  as  to  get  above 
the  dams,  and  similar  injuries  would  add  very  greatly  to  the  cost  of 
the  system." 

It  is  true  that  there  would  be  submergence,  3^et  one  is  compelled 
to  reflect  whether  more  farms,  towns,  oil  wells,  and  manufacturing 
establishments  would  be  submerged  beneath  the  reservoirs  than  are 
annually  submerged  by  the  unrestrained  Hoods.  With  reference  to 
railroad  lines,  the  relocation  of  them  does  not  appear  to  us  so  formid- 
able as  it  did  in  those  days.  Indeed,  it  is  an  ordinary  incident  in 
railway  maintenance.  The  whole  objection  assumes  that  enormous 
losses  are  to  be  entailed  by  such  submergence,  whereas,  in  point  of 
fact,  reservoirs  are  constructed  in  regions  not  highly  developed  in 
this  way  and  wdiere  the  cases  of  submergence  are  merely  incidental. 
One  might  as  well  consider  the  cost  of  the  large  consumption  of 
ink  as  a  reason  for  discontinuing  the  publication  of  newspapers  as  to 
consider  the  above  objection  as  fatal  to  economic  reservoir  construc- 
tion. No  sane  man  would  advocate  the  construction  of  a  reservoir 
in  places  where  the  cost  of  submergence  would  be  excessive. 

Fifth.  ''The  utmost  care  would  be  necessary  in  the  management 
of  these  reservoirs  to  prevent  injury  by  sudden  floods,  and  terrible 
disasters  might  ensue  from  carelessness  or  bad  judgment." 

This  indictment  is  accepted.  We  are  all  subject  to  the  good  judg- 
ment and  management  of  our  friends  and  associates  in  the  con- 
trolling conditions  in  our  everyday  life,  and  it  is  to  be  presumed 
that  each  man  will  do  his  duty.  Whether  we  travel  or  remain  at 
home  we  are  constantly  subject  to  the  operation  of  utilities  that 
can  not  be  made  fool  proof,  and  there  is  no  reason  for  assuming  that 
the  management  of  reservoirs  is  extrahazardous.  On  the  contrary, 
it  is  a  comparatively  simple  matter. 

Sixth.  "The  proper  use  of  the  reservoirs  would  be  very  difficult 
in  order  to  keep  up  the  exact  depth  needed  for  navigation,  as  any 
mistakes  in  regulating  the  supply  would  seriously  embarrass  naviga- 
tion.    Special   telegraph  lines  would  have  to  be  constructed  to  all 


454  REPORT   OF   THE   INLAND   WATERWAYS    COMMISSION 

reservoirs,  and  widely  extended  observations  on  the  rainfall  and  the 
conditions  of  all  tributaries  would  be  needed  in  order  not  to  waste 
nor  to  unduly  economize  the  supply." 

We  are  ready  to  meet  all  or  Mr.  Roberts's  requirements  in  this 
matter.  We  have  extended  observations  on  the  rainfall  and  the 
conditions  of  all  tributaries,  and  we  could  do  even  better  than  he 
suggests  in  the  way  of  communication,  for  we  could,  supply  tele- 
phones. It  is  readily  recognized  that  this  objection  is  antiquated 
and  not  worth  considering  in  the  light  of  modern  improvements. 

Seventh.  ''The  cost  of  the  reservoir  system  would  be  very  great 
and  could  only  be  estimated  by  careful  examinations  at  each  site 
selected.  Estimates  based  on  a  specially  favorable  site  could  not 
be  depended  on." 

All  this  is  accepted  as  one  of  the  trival  incidents  of  reservoir  con- 
struction.    Of  the  cost  we  shall  speak  later  on. 

Eighth.  ''The  whole  thing  is  an  enormously  costly  experiment,  and 
would  require  the  continuation  of  the  present  system  of  improvement 
l^y  riprap  dams  and  dikes  in  order  to  utilize  the  water  delivered. 

It  is  true  that  the  system  would  be  costly,  yet,  as  will  be  shown  later 
on,  the  relative  cost  compared  with  the  benefits  derived  would  be 
small.  It  is  a  well-known  precept  of  modern  business  life  that  values 
are  not  determined  by  cost,  and  nothing  may  be  considered  costly  that 
returns  a  reasonable  income  on  the  investment.  Some  things  would 
be  costly  if  purchased  for  a  farthing.  With  reference  to  the  scheme 
being  an  experiment,  that  which  may  truly  have  been  considered  an 
experiment  in  the  day  of  Mr.  Roberts  may  now  be  a  well-attested 
reality.  The  scheme  is  not  an  experiment,  as  will  be  shown  later  on. 
One  of  the  purposes  of  this  paper  is  to  show  that  Mr.  Roberts  was 
wrong  in  his  assumption  that  complete  channel  improvement  would 
still  be  necessary  if  reservoirs  were  constructed.  Indeed,  the  reservoir 
is  urged  as  a  substitute  for  such  works  under  certain  conditions. 

Wnile  the  objections  above  cited  may  have  been  important  at  the 
time  they  were  enunciated,  it  is  clear  that  they  are  of  little  conse- 
quence at  the  present  time.  The  whole  matter  is  brought  down  to  a 
question  of  fact,  namely,  is  there  available  on  the  highland  tribu- 
taries of  the  Ohio  sufficient  water  supply  and  storage  capacity  to  pre- 
vent floods  and  to  maintain  deep-water  navigation  during  seasons  of 
low  water.  Mr.  Ellet  did  not  have  the  necessary  information  at  his 
disposal,  and  therefore  could  not  prove  his  contentions.  Mr.  Roberts 
confessed  that  he  did  not  have  it,  but  endeavored  and,  in  fact,  suc- 
ceeded in  discrediting  the  idea  without  it.  We  are  now  in  possession 
of  it  for  certain  areas,  as  a  result  of  the  investigations  of  the  United 
States  Geological  Survey  and  the  United  States  Weather  Bureau,  and 
can  readily  establish  certain  crucial  points  that  were  left  in  doubt  in 
the  earlier  discussion. 

It  will  be  appreciated  on  examination  of  this  paper  that  the  region 
considered  does  not  cover  the  entire  basin.  Therefore  this  presentation 
can  not  do  entire  justice  to  the  situation.  Whatever  results  may  appear 
to  be  claimed  as  arising  from  the  construction  of  these  reservoirs  with 
reference  to  the  efi'ects  of  floods  and  the  maintenance  of  low-water 
navigation  on  the  Ohio,  they  do  not  represent  the  total  possibilities  of 
the  region,  for,  were  surveys  available  on  all  the  basin,  it  is  manifest 
that  far  greater  storage  facilities  would  be  shown  to  be  available. 


WATER   CONSERVATION    AND    FLOOD   PREVENTION  455 

Therefore  the  maximum  effect  of  conservation  would  be  much  greater 
than  shown  in  the  following  pages. 

It  will  be  helpful  now  to  consitler  an  objection  that  is  frequently 
made  to  the  use  of  storage  reservoirs  for  flood  prevention  purposes, 
viz,  that  there  is  no  way  of  predicting  when  floods  may  come,  and  it 
would  be  certain  that  a  flood  would  descend  on  the  reservoirs  when 
they  were  filled  to  overflowing  with  the  run-off  from  a  previous  flood. 
Now,  the  records  of  floods  during  the  past  twenty  or  thirty  years  on 
the  Ohio  indicate  that,  while  they  may  not  be  j^redicted  within  a  few 
days,  they  do  occur  during  certain  seasons  of  the  year,  and  therefore 
the  problem  is  narrowed  down  to  that  extent.  But,  supposing  this 
were  not  so,  the  effect  of  the  reservoirs  would  not  be  diminished.  It 
will  be  noted  in  subsequent  pages  that  the  extent  of  drainage  area 
that  can  be  conserved  by  various  reservoirs  has  been  determined. 
The  reservoirs  will  hold  the  entire  year's  run-off  from  a  stated  area,  or, 
in  other  words,  if  the  gates  of  the  reservoirs  were  allowed  to  remain 
closed  for  an  entire  year  the  reservoirs  would  retain  all  the  water 
flowing  from  that  territory  for  the  entire  period.  Supposing  now  that 
two  floods  should  descend  into  the  Ohio  River,  as  they  did  in  January 
and  March,  1907.  The  secontl  flood  could  not  descend  on  full  reser- 
voirs because  the  capacity  of  the  reservoirs  is  sufficient  to  hold  them 
both.  We  have,  for  example,  on  the  Monongahela  storage  facilities 
of  capacity  sufficient  to  conserve  the  run-off  of  38  per  cent  of  the  drain- 
age area. 

Therefore,  according  to  the  adjusted  capacities  stated  in  the  fol- 
lowing pages,  this  per  cent  of  the  Monongahela  drainage  area  could 
be  entirely  cut  off  from  the  Ohio  Valley  for  the  period  of  one  year. 
Of  course,  this  estimate  is  based  on  the  records  of  mean  flow,  as 
shown  by  observations  extending  over  a  series  of  years.  There  is 
considerable  variation  from  one  year  to  another,  so  that  if  the  reser- 
voirs actually  remain  closed  there  are  years  in  which  the  accumu- 
lation of  water  would  more  than  fill  them  and  still  other  years  in 
which  the  accumulation  of  water  would  not  suffice  to  fill  them.  But 
the  point  is  that  this  great  capacity  furnishes  a  wide  margin  on  which 
to  work.  The  two  floods  of  the  spring  of  1907,  for  example,  would 
not  fill  these  reservoirs,  but,  assuming  tiiat  they  remain  closed  for  the 
entire  year,  it  is  possible  that  the  entire  year's  run-off  would  more 
than  fill  them.  But,  with  this  wide  margin  of  time,  covering,  indeed, 
a  low-water  season,  when  the  water  would  be  needed  in  the  Ohio, 
there  is  ample  time  to  draw  off  the  water  and  prepare  the  reservoirs 
for  subsequent  floods.  Therefore,  the  criticism  that  floods  might 
descend  upon  reservoirs  already  filled  is  based  on  the  hypothesis  that 
the  reservoirs  are  small  and  their  capacity  is  not  commensurate  with 
the  size  of  the  basins,  whereas,  in  point  of  fact,  they  are  sufficiently 
larcre  for  flood  prevention.  The  whole  matter  therefore  comes  down 
to  mtelligent  manipulation,  with  margins  of  safety  so  wide  that  only 
the  most  flagrant  stupidity  could  result  in  any  misfortunate  circum- 
stance. 

A  further  question  now  to  be  discussed  is.  How  are  we  going  to 
manipulate  the  reservoirs  above  which  there  is  a  large  drainage 
area  when  their  capacity  is  only  sufficient  to  hold  a  portion  of  the 
flood  descending  from  that  area?  A  glance  at  the  tables  in  subse- 
quent pages  will  show  that  there  are  many  such.     This  is  a  mere 


456  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

matter  of  intelligent  manipulation.  We  will  assmne,  for  example, 
that  there  is,  above  a  certain  reservoir,  a  drainage  area  of  100  square 
miles,  while  the  reservoir  itself  has  a  capacity  sufficient  to  conserve 
the  run-off  from  only  50  square  miles.  This  does  not  make  it  neces- 
sary that  the  run-off  from  the  100  square  miles  shall  come  down 
and  overwhelm  the  50-square  mile  reservoir.  The  fact  should  be  kept 
in  mind  that  this  reservoir  is  to  conserve  the  drainage  from  only  50 
square  miles  and  therefore  as  fast  as  the  flow  comes  down  into  the 
reservoir  one-half  of  it  should  be  released  through  the  gates.  The 
release  of  one-half  of  the  water  may  readily  be  accomplished  by  ad- 
justing the  size  of  the  openmgs  in  the  reservoir  gates.  The  same 
effect  could  be  readily  produced  if  the  drainage  area  above  the  res- 
ervoir were  1,000  square  miles  in  extent  and  the  reservoir  capable 
of  conserving  only  10  square  miles.  The  flow  into  the  reservoir 
from  the  upper  channel  can  readily  be  rated,  and  it  can  be  known  at 
any  time  from  observation  of  the  gauge  how  much  water  is  coming 
into  the  reservoir.  Knowing  the  proportion  of  the  drainage  area 
which  the  reservoir  will  conserve,  it  is  merely  necessary  to  raise  or 
lower  the  gates,  so  that  the  portion  which  it  is  not  intended  to  con- 
serve may  be  discharged  from  the  reservoir  as  fast  as  it  comes  in. 
The  computation  of  the  proper  amount  is  a  simple  engineering  cal- 
culation and  would  not  require  expert  manipulation  on  the  ground. 
Simple  directions  based  on  these  calculations  could  be  given  to  any 
intelligent  man,  so  that  he  could  manipulate  the  gates  of  the  reser- 
voir according  to  the  amount  of  water  coming  in,  in  precisely  the 
same  way  as  the  unprofessional  attendant  of  reservoirs  on  city  water- 
works is  instructed  by  a  few  simple  rules  to  manipulate  the  gates 
according  to  the  consumption.  These  considerations,  it  is  believed, 
will  dispose  of  the  oft-repeated  assertion  that  a  second  flood  need 
descend  after  a  first  and  upon  full  reservoirs. 

Another  preliminary  statement  should  be  made  before  passing  to 
the  consideration  of  the  detailed  facts  concerning  the  reservoir  sys- 
tem. It  vnW  be  admitted  that  the  reason  why  a  river  will  overflow 
its  banks  is  because  so  great  an  amount  of  water  is  turned  into  the 
channel  mthin  a  short  space  of  time.  If  the  total  annual  flo\v  of  a 
river  were  uniform  there  would  be  no  floods.  It  is  the  great  influx 
of  water  derived  from  heavy  rains  and  quickly  melting  snows  that 
overtaxes  the  channel.  The  question  now  arises,  What  are  the  fac- 
tors that  control  the  speed  vnth  which  run-off  water  is  discharged 
into  river  channels?  The  answer  is  plain,  namely.  The  slope  of  the 
tributary  country  and  the  condition  of  the  land  surfaces.  It  is  clear 
that  the  water  of  precipitation  will  run  off  the  side  of  a  mountain  more 
quickly  than  off  the  surface  of  a  plain.  Therefore,  it  must  also  be 
clear  that  the  most  destructive  part  of  a  flood  originates  in  the  steeper 
part  of  the  drainage  area,  and  consequently,  if  the  speed  of  this  part 
of  the  run-off  could  be  inhibited  the  severity  of  floods  woukl  be 
greatly  reduced.  Bearing  this  in  mind,  it  will  now  be  profitable  to 
consider  what  portions  of  the  various  (Irainage  areas  of  Ohio  River 
tributaries  it  is  proposed  to  conserve  in  the  present  instance.  A 
glance  at  the  locations  will  show  that  almost  mvariably  it  is  these 
quick-spifling  upland  areas  above  referred  to,  but  it  should  be  noted 
that  a  reservoir  system  does  not  merely  inhibit  the  run-off  from  these 
steep  areas,  but  actually  holds  and  conserves  it.  It  is  the  lower, 
flatter  portions  of  drainage  areas  that  remain  unobstructed.     The 


WATER   CONSERVATION   AND   FLOOD    PREVENTION  457 

situation  is  ideal,  because  these  lower  portions  are  the  least  trouble- 
some. The  purport  of  the  above  suggestions  is  as  follows:  It  has  been 
stated  in  a  previous  paragraph  that  the  reservoir  facilities  on  the 
Monongahela  basin  -will,  if  developed,  absolutely  conserve  the  run-off 
from  38  per  cent  of  the  drainage  area.  Other  tilings  being  equal,  it 
might  be  stated  that  the  reduction  in  flood  height  would  be,  broadly 
speaking,  a  like  proportion.  Actually,  however,  the  reduction  will  be 
far  greater  than  this,  because,  as  above  demonstrated,  it  is  the  quick- 
spilling  portion  that  will  have  been  conserved  and  the  more  moderate 
portion  that  will  remain  unobstructed.  Therefore,  in  connection 
with  all  statements  hereinafter  made  concerning  the  reduction  of  flood 
height  by  reservoirs  it  should  be  borne  in  mind  that  the  proportion 
stated  is  by  no  means  as  great  as  that  which  will  occur  in  actual 
practice. 

RESERVOIR  FACILITIES  IN  THE  OHIO  BASIN 

Ohio  River  is  formed  by  the  junction  of  the  Allegheny  and  Monon- 
gahela rivers  at  Pittsburg,  Pa.  On  the  Allegheny  basm  the  lack  of 
suitable  surveys  prevents  a  full  estimate  of  reservoir  possibilities,  and 
those  here  presented  do  not  cover  the  entire  basin  and  should  not  be 
so  interpreted.  The  Monongahela  basin,  on  the  other  hand,  has  been 
thoroughly  surv^eyed  and  the  amounts  stated  in  the  following  para- 
graphs probably  represent  maximum  conservation.  In  other  words, 
on  these  two,  as  well  as  on  the  remainder  of  the  tributaries,  all  the 
available  information  is  given,  and  deductions  are  here  made  on  that 
basis. 

We  ^^^ll  now  discuss  briefly  the  characteristics  of  the  various  liigh- 
land  tributaries  of  the  Ohio,  their  water  resources,  and  their  availa- 
bility for  storage-reservoir  installation. 

ALLEGHENY    BASIN 

The  Allegheny  basin  is  11,400  square  miles  in  extent.  The  greater 
part  of  the  area  is  steep  and  quick  spilling  and  the  deforestation 
has  been  quite  extensive.  The  river  is  subject  to  wide  range 
of  stage  and  floods  are  frequent  and  severe.  Except  on  the  lower 
25  miles  of  the  river,  the  principal  traffic  consists  in  the  doAvn- 
stream  transportation  of  timber  and  lumber  products.  The  project 
for  improvement  of  the  river  contemplates  the  removal  of  bowl- 
ders and  snag  obstructions,  and  the  construction  of  low  dams  and 
dikes  to  close  secondary  channels  and  concentrate  the  low-water  flow 
on  shoals.  The  amount  expended  under  this  project  to  the  close  of 
the  year  ending  June  30,  1906,  was  $260,750,  fully  one-half  of  which 
was  applied  to  maintenance.  The  work  done  has  not  increased  the 
depth  of  water,  generally  speaking,  except  where  dikes  or  dams  have 
been  built,  but  tlie  removal  of  the  obstnictions  has  made  it  possible  to 
utilize  the  entire  flow  of  the  stream,  so  that  now  navigators  may 
operate  safely  on  from  1  to  2  feet  lower  stages  than  formerly. 

The  annual  tonnage  of  the  river  above  slack-water  improvements 
wliich  are  now  in  course  of  construction  is  about  400,000,  extending 
over  230  miles  from  Tarentimi,  Pa.,  to  Olean,  N.  Y. 

As  above  stated,  a  complete  survey  of  the  river  basin  is  not  avail- 
able; therefore,  no  complete  estimate  can  be  made  of  the  total  possi- 
bilities of  preventing  floods  and  maintaining  navigable  stages  during 

31673— S.  Doc.  325,  60-1 30 


458 


EEPORT    OF    THE   INLAND   WATERWAYS   COMMISSION 


low  water.  The  storage  capacity  that  can  now  be  computed  is  suf- 
ficient to  entirely  conserve  the  run-off  from  an  area  of  1,774  square 
miles,  or  15.6  per  cent  of  the  total  drainage  area.  The  locations  of 
these  storage  reservoirs,  together  with  facts  concerning  them,  are 
set  forth  in  the  following  table: 

Selected  reservoir  sites  in  the  Allegheny  River  Basin 


stream  and  location. 


Conewango  River,  east  of  James- 
town, N.  Y. 

Chautauqua  Lake 

French  Creek,  Marvin,  N.  Y 

Dodge  Creek,  PortviUe,  N.  Y.... 

Haskell  Creek,  Olean,  N.  Y 

Mahoning  Creek,  Mahoning,  Pa  . 

Cowanshannock  Creek,  Valley 
County,  Pa. 

Buffalo  Creek,  S.W.N.  Buffalo 
County,  Pa. 

Clarion  River,  Clarion,  Pa 

Loyal  llanna,  Saltsburg,  Pa 

Crooked  Creek, Burrell Co.,  Pa... 

Twollek  Creek,  Homer,  Pa 

Yellow  Creek,  Homer,  Pa 


Capacity  of 

Catchment 
area  above 
reservoir. 

Mean 
annual  flow 

reservoir 
in  square 

Capacity  of 
reservoir 

Height 

from  catch- 

miles of 

(1.000,000 

of  dam. 

ment  area. 

catchment 

cubic  feet) . 

area. 

Sq.  miles. 

Second-feet. 

Feet. 

280 

560 

275 

17,590 

38 

190 
86 

148 

27 
86 

1,740 
5,677 

75 

46 

92 

46 

2,990 

100 

30 

60 

30 

1,950 

70 

370 

636 

370 

22, 100 

251 

48 

82 

48 

2,720 

118 

80 

138 

80 

5,120 

149 

990 

1,700 

436 

23,850 

210 

260 

472 

58 

3,180 

98 

200 

340 

200 

12, 415 

110 

68 

116 

52 

2,860 

122 

66 

112 

66 

3,900 

150 

Area  of 
flow  line 


A  eves. 
24,000 

13,400 
4,700 
1,860 
1,320 
5,300 
1,390 

2,260 

6,920 
2,200 
7,800 
1,300 
1,620 


a  Three  feet  on  surface. 

The  highest  run-oiT  from  the  Allegheny  basin,  of  which  there  is 
authentic  record,  occurred  during  the  flood  that  began  March  22, 
1905,  when  the  highest  discharge  was  272,000  second-feet.  The 
total  flowing  past  Pittsburg  from  both  the  Allegheny  and  the  Monon- 
gahela  was  317,000  second-feet,  showing  that,  in  this  region  at  least, 
the  Allegheny  Avas  the  principal  cause  of  the  flood  in  the  Ohio.  This 
is  not  usually  the  case,  however,  the  Monongahela  being  more  often 
the  principal  offender. 

MONONGAHELA   BASIN 

The  drainage  area  of  this  river  is  7,400  square  miles  in  extent. 
Excellent  topographic  surveys  covering  the  entire  basin  make  it 
possible  to  determine  with  a  fair  degree  of  completion  the  storage 
facilities  aft'orded  by  the  basin.  The  character  of  the  drainage  area 
is  somewhat  similar  to  that  of  the  Allegheny.  The  neatest  con- 
tributor to  the  flood  of  ^larch,  1907,  was  the  Monongahela,  and  the 
relation  of  this  basin  to  the  Ohio  will  be  discussed  in  subsequent 
pages. 

The  Monongahela  is  canalized  from  its  mouth  to  Fairmont,  W.  Va., 
the  slack-water  svstem  comprising  15  dams  and  19  locks,  the  total 
cost  of  which  to^June  30,  1905,  was  $6,023,605.  For  the  mainte- 
nance of  these  locks  up  to  the  same  date  the  United  States  has  paid 
$1,694,380.  A  slack-water  system  is  now  proposed  for  the  Yough- 
ioghenv,  consisting  of  3  locks  and  dams  at  an  estimated  cost  of 
$600,000. 


WATER  CONSERVATION  AND   FLOOD   PREVENTION 


459 


Proper  manipulation  of  the  reservoirs  that  are  shown  to  be  avail- 
able in  the  Monongahela  basin  would  afford  an  increased  stage  above 
that  of  low  water  at  three  sections,  namely,  the  Morgantown  bridge, 
Brownsville,  and  McKeesport,  as  shown  in  the  following  tables: 


SECTION  BELOW  MORGANTOWN  BRIDGE 


Increase  of  stage 

Flow  required 

Reservoirs: 

Full 

Three-quarters  full 
One-half  full 


Duration  of  stage  (days). 

1.0 

2.0 

3.0 

4.0 

5.0 

545 

1,290 

2,300 

3,600 

5,030 

1,650 

700 

392 

250 

179 

1,240 

525 

293 

188 

134 

825 

350 

196 

125 

90 

6.0 
6,760 

133 

100 
66 


SECTION  AT  BROWNSVILLE,  PA. 


Increase  of  stage 

Flow  required 

Reservoirs: 

Full 

Three-quarters  full 
One-half  full 


1.0 

2.0 

3.0 

4.0 

5.0 

730 

1,730 

3,070 

4,670 

6,570 

1,740 

730 

410 

270 

193 

1,300 

550 

310 

203 

145 

870 

365 

205 

135 

96 

6.0 
8,730 

139 
104 
70 


SECTION  BELOW  McKEESPORT,  PA. 


Increase  of  stage 

Flow  required 

Reservoirs: 

Full 

Three-quarters  full 
One-half  full 


1.0 

2.0 

3.0 

4.0 

5.0 

1,080 

2,470 

3,940 

5,840 

8,000 

1,500 

650 

410 

280 

200 

1,120 

490 

310 

210 

150 

750 

325 

205 

140 

100 

6.0 
10,340 


150 
117 


The  above  tables  show  that  intelligent  manipulation  of  avail- 
able storage  on  the  Monongahela  would  provide  ample  depth  for 
navigation  of  the  river  during  low-water  seasons.  It  is  possible  that 
the  money  expended  for  canaHzation  might  have  been  spent  to  a 
better  purpose  in  the  hills.  Now,  that  the  dams  are  erected,  the 
proper  course  is  to  erect  the  reservoirs  and  produce  profitable  power 
on  these  dams,  so  that  the  system  will  be  self-supporting. 

The  available  storage  in  the  Monongahela  basin  will  absolutely 
conserve  2,800  square  miles,  or  about  38  per  cent  of  the  entire  basin, 
the  result  of  which  would  be  to  (Uminish  the  height  of  the  floods  along 
the  lower  reaches  of  the  Monongahela  by  at  least  50  per  cent.  Facts 
concerning  the  available  storage  facilities  in  the  basin  are  set  forth 
in  the  following  table: 

Selected  reservoir  sites  in  the  Monongahela  River  basin 


Stream  and  location. 

Catchment 

area 
above  res- 
ervoir. 

Mean  an- 
nual flow 
from  catch- 
ment area. 

Capacity 
of  reser- 
voir in 
square 
miles  of 
catchment 
area. 

Capacity 
of  reser- 
voir 
(1,000,000 
cubic  feet). 

Height 
of  dam. 

Area  of 
flow  line 

iJunkard   Creek,    Cass   County, 
W.  Va.... 

Sq.  wile.';. 
100 

40 
40 
80 
40 

Second-feet. 
270 

70 
70 
140 
60 

150 

40 
40 
80 
40 

8,300 

2,400 
2,800 
6,200 
2,600 

Feel. 
100 

59 
101 
155 
115 

Acres. 
5,800 

BuSalo  Creek,  Manningtou,  W. 
Va 

2,100 

Booths  Creek, Monongah,W.Va  . 
Sandy  Creek,  Grafton.  W.  Va. . . . 
Teter  Creek,  Nestorville,  W.  Va. . . 

1,600 
3,600 
1,300 

460  EEPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

Selected  reservoir  sites  in  the  Monongahela  River  basin — Continued 


Stream  and  location. 


Elk  Creek,  Clarksburg,  W.  Va... 
West    Fork   River,   Clarksburg, 

W.  Va 

Buekhannon  River,  Buckhannon, 

W.  Va 

Middle    Fork,    Tygart,  Barbour 

County,  W.  Va 

Cheat  River,  Tucker  County,  W. 

Va 

Tygart  River.  Berkeley  County, 

W.  Va 

Tenmile  Creek,  Millsboro,  Pa 

Whitly  Creek,  Mapletown,  Pa. .. 
Youghiogheny    River,    Friends- 

ville,  Md 

Deep  Creek,  Garrett  County,  Md. 
Cherry  Creek,   Garrett  Countv, 

Md 

Muddy  Creek,  Garrett  County, 

Md 

Herrington       Creek,        Garrett 

County,  Md 


Catchment 

area 
above  res- 
ervoir. 

Mean  an- 
nual flow 
from  catch- 
ment area . 

Sq.  miles. 
100 

Second-feet. 
170 

380 

640 

310 

530 

140 

230 

820 

1,400 

330 
310 

66 

560 
527 
112 

270 

690 

Capacity 

of  reser-  Capacity 
voir  in  of  reser- 
square  voir 

miles  of    :    (1,000,000 

catchment  jcubicfeet) 

area. 


55 


136 


100 
380 
310 
140 
440 

330 

283 
69 

255 
55 

55 

13 

11 


5,900 
24,700 
18,800 

8,100 

23,800 

19,100 
15,200 
3,690 

20,270 
4,603 

4,912 

1,065 

900 


Height 
of  dam. 


Feet. 


92 
109 

,77 

107 

200 

142 
180 
140 

240 
83 

64 

70  I 
60 


Area 'of 
flow  line. 


Acres. 
4,500 

15,900 

13,200 

4,300 

6,600 

10,000 
6,500 
2,240 

4,220 
3,200 

3,930 

1,100 

760 


If  the  above  system  of  storage  reservoirs  were  installed  and  power 
developed  on  the  dams  that  have  been  erected  on  the  Monongahela 
for  canalization  at  an  expense  of  over  $6,000,000,  the  income  from 
water-power  rental,  at  an  average  of  $20  per  horsepower-year  would 
be  $887,000,  or  an  equivalent  of  a  3  per  cent  income  on  an  investment 
of  $29,500,000.  On  the  Youghiogheny  alone,  where  it  is  proposed 
to  install  a  slack-water  system  comprising  three  locks  and  dams,  at 
an  expense  of  $600,000,  proper  development  of  storage  will  insure 
the  production  of  a  mmimum  horsepower  of  4,100,  the  value  of  which, 
reckoned  on  the  exceedingly  low  price  of  $20  per  horsepower-year, 
would  produce  a  total  income  of  $82,000,  which  represents  an  interest 
of  3  per  cent  on  $2,700,000.  This  region  is  a  great  commercial  and 
manufacturing  center  and  power  is  in  demand.  Therefore,  the 
estimate  of  $20  per  horsepower-year  is  considerably  less  than  that 
which  might  reasonably  be  expected. 


KA.NAWIIA    RIVER 

The  basin  of  Kanawha  River  is  12,000  square  miles  in  extent. 
The  river  itself  is  subject  to  wide  fluctuation  in  stage  and  the  floods 
are  somewhat  severe.  There  have  been  identified  in  the  Kanawha 
basin  reservoir  sites  of  total  capacity  sufficient  to  absolutely  conserve 
the  run-ofY  from  6,080  square  miles,  which  is  50  per  cent  of  the 
entire  drainage  area.  The  effect  of  this  conservation  on  floods  will 
be  to  reduce  then  heights  by  more  than  an  equivalent  proj)ortion. 

The  effect  of  such  a  system  of  reservoirs  on  navigation  in  the 
Kanawha  is  important.  The  present  project  for  improvement  of 
navigation  provides  for  the  maintenance  of  a  6-foot  depth  along  the 
lower  96  miles  of  the  river.  For  the  first  79  miles  this  is  accom- 
plished dming  low  water  by  8  movable  dams  and  for  the  remainder 


WATER  CONSERVATION   AND   FLOOD   PREVENTION 


461 


of  the  distance  by  2  fixed  dams.  These  dams  have  been  erected  at 
an  expenditure  of  $4,124,526,  and  $657,000  have  been  expended  for 
care  and  operation,  this  expense  increasing  annually.  Proper  ma- 
nipulation of  storage  from  these  reservoirs  would  produce  along  the 
present  canalized  portion,  without  the  aid  of  the  movable  dams, 
increased  depths,  as  shown  in  the  following  table : 

SECTION  ABOVE  LOCK  NO.  6 


Increase  of  stage 

Flow  required 

Reservoirs: 

Full 

Three-fourths  full 
One-half  fuU 


Duration  of  stage  (days) . 

1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

1,570 

3,420 

5,680 

8,400 

11,400 

14,800 

1,860 

850 

514 

347 

256 

197 

1,400 

640 

380 

260 

192 

148 

930 

425 

257 

174 

128 

98 

7.0 
18,300 


160 
120 


SECTION  BELOW  ELK  RIVER 
[About  2i  miles  above  Lock  No.  9] 


Increase  of  stage 

Flow  required 

Reservoirs: 

FuU 

Three-fourths  full. 

One-half  full 


1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

700 

1,630 

2,650 

3,710 

5,000 

6,400 

4,170 

1,790 

1,100 

790 

580 

460 

3,100 

1,340 

830 

590 

440 

340 

2,085 

895 

550 

395 

290 

230 

7.0 
8,000 

365 
270 
182 


From  the  above  table  it  will  be  seen  that  the  storage  proposed  on 
the  upper  drainage  area  of  Kanawha  River  is  sufficient  to  prolong 
in  the  steeper  section  an  additional  7-foot  stage  for  a  period  of  one 
hundred  and  sixty  days  with  reservoirs  full,  or  one  hundred  and 
twenty  days  with  the  reservoirs  three-fourths  full,  while  at  the  section 
below  the  mouth  of  Elk  River  the  effect  is  far  more  marked.  The 
adtUtional  discharge  of  8,000  cubic  feet  per  second  raises  the  stage 
7  feet.  The  possibifities  along  this  portion  of  the  river  for  main- 
tenance of  navigable  stage  by  the  release  of  stored  waters  are  so 
great  that  it  appears  that  the  installation  of  the  slack-water  sj^stem 
was  unnecessary  throughout  the  portion  in  which  movable  dams 
have  been  installed. 

Kanawha  River  basin  is  capable  of  great  development  for  water 
power.  The  total  minimum  indicated  power  along  the  river  and  its 
tributaries,  resulting  from  a  recent  survey,  is  shown  as  335,000  horse- 
power, which,  with  the  installation  of  the  proposed  storage  system, 
would  be  enormously  increased.  For  example,  if  this  stored  water 
were  equally  distributed  over  an  entire  twelve  months  there  would 
be  available  along  the  main  stem  of  the  Kanawha  and  New  rivers 
an  indicated  horsepower  of  465,000,  in  addition  to  that  now  available 
during  the  low-water  season,  the  value  of  which,  based  on  a  rental 
of  $20  per  horsepower-year,  would  be  $9,300,000  annually,  equivalent 
to  a  3  per  cent  income  on  $310,000,000. 


462 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


The  location  of  these  proposed  reservoirs  and  facts  concerning 
them  are  set  forth  in  the  following  table : 

Selected  reservoir  sites  in  the  Kanawah  River  basin 


Stream  and  location. 


Catchment 
area  above 
reservoir. 


Mean 
annual  flow 
from  catch- 
ment area. 

Capacity  of 
reservoir 
in  square 
miles  of 

catchment 
area. 

Capacity  of 
reservoir 
(1,000,000 

cubic  feet) . 

Height 
of  dam. 

Secondr-feet. 

460 

1,350 

320 
940 

16,300 
49,900 

Feet. 
177 
190 

980 

680 

32,900 

164 

250 

180 

8,000 

80 

90 

60 

3,400 

74 

90 

60 

3,300 

97 

1,860 

780 

35,900 

250 

5,750 
620 

3,500 
510 

390 
100 
920 
100 

20,300 
6,550 

59,400 
6,400 

135 
110 
125 
100 

770 

370 

2,600 

60 

40 

300 

4,000 
2,900 
19,400 

100 
100 
200 

80 

GO 

4,000 

63 

100 

80 

3,400 

61 

300 

110 

4,700 

65 

1,250 

890 

40,580 

128 

Area  of 
flow  line. 


Greenbrier    River,    Pocahontas 

County,  W.  Va 

Elk  River,  Clay  County,  W.  Va. . 
Greenbrier     River,     Lewisburg, 

W.  Va 

Meadow     River,    Greenbrier 

County,  W.  Va 

Muddlety  Creek,  Nicholas  County 

W.  Va 

Blue  Creek,   Kanawha  County, 

W.  Va 

Gaulev  River,  Fayette  County, 

W.  Va 

New    River,    above    mouth    of 

Greenbrier  River 

Walker  Creek,  Giles  County,  Va. . 

New  River,  Radford,  Va 

Reed  Creek,  Wythe  County,  Va.. 
Big  Reed  Island  Creek,  Pulaski 

County,  Va 

Cripple  Creek,  Wythe  County,  Va. 
New  River,  Carroll  County,  Va. . 
Eighteen-Mile  Creek,   Putnam 

County,  W.  Va 

Thirteeii-Mile     Creek,     Mason 

County,  W.  Va 

Pocotaligo      River,      Putnam 

County,  W.  Va 

Coal   River,   Kanawha  County, 

W.  Va 


Sq.  miles. 
320 
940 

680 

180 

60 

60 

1,290 

3,600 
310 

1,740 
250 

380 

180 

1,290 

60 

80 

230 


Acres. 
4,700 
15,700 

11,600 

7,000 

2,600 

2,300 

7,500 

8,000 

3,000 

23,000 

4,500 

2,800 
2,000 
6,200 

2,300 

2,000 

3,900 

20,800 


LITTLE    KANAWHA    AND    BIG    SANDY    RIVERS 

These  two  rivers  drain  important  areas  in  Kentucky  and  West  Vir- 
ginia. The  Little  Kanawha  has  a  drainage  area  of  2,300  square  miles, 
and  navigation  is  quite  important.  '  There  had  been  expended  up  to 
June  30,  1905,  the  sum  of  $214,387.  Flat-boat  navigation  extends 
from  the  mouth  up  to  Burnsville,  W.  Va.,  a  distance  of  120  miles. 
The  river  is  not  extremely  valuable  as  a  power  stream,  although 
there  are  some  sites  that  might  be  utilized  to  advantage  if  the  storage 
facilities  on  the  drainage  area  were  developed.  Reservoir  sites  have 
been  identified  that  will  absolutely  conserve  the  annual  run-off  from 
960  square  miles,  which  is  42  per  cent  of  the  entire  drainage  area. 
This  w^ould  have  a  greater  proportional  effect  upon  the  height  of  the 
floods  in  the  Tittle  Kanawha  itself,  while  its  effects  on  floods  and 
navigation  in  the  Ohio  will  be  considered  in  subsequent  pages. 

The  Big  Sandy  is  an  important  river  basin  by  reason  of  its  enor- 
mous coal  deposits.  The  drainage  area  is  3,950  square  miles  in 
extent,  and  the  character  of  the  basin  is  such  that  it  is  subject  to 
extreme  fluctuations  in  river  stage,  and  floods  are  severe.  Up  to  June 
30,  1905,  the  Government  had  expended  on  the  main  stream  $955,000, 
while  on  the  two  principal  forks  it  had  expended  over  $60,000.  The 
project  for  improvement  requires  the  construction  of  10  locks  and 
dams  on  Levisa  Fork,  between  Louisa  and  Pikeville,  Ky.,  and  8  locks 
and  dams  on  Tug  Fork,  between  Louisa  and  the  mouth  of  Pond  Creek. 


WATER  CONSERVATION   AND   FLOOD   PREVENTION 


463 


Three  locks  and  dams  will  also  be  required  on  the  main  river  between 
Louisa  and  Catlettsburg.  The  estimated  cost  of  this  improvement  is 
$4,725,000. 

Sites  for  reservoirs  in  the  drainage  basin  are  numerous,  but  for  the 
purpose  of  abating  Oliio  River  floods  and  assisting  low-water  naviga- 
tion they  can  all  be  combined  in  two  reservoirs  wliich  would  store  the 
entire  mean  annual  flow  from  3,540  square  miles.  Tliis  would  involve 
the  construction  of  dams  on  both  Levisa  and  Tug  forks,  a  short  dis- 
tance above  their  confluence,  and  the  flooding  of  the  countrj^  for  long 
distances  above.  Especially  on  Levisa  Fork  would  the  flooding  be 
considered  somewhat  serious  at  the  present  time,  for  there  is  involved 
the  submergence  of  Paintsville,  Pikes\'ille,  and  Prestonburg,  towns  of 
about  500  inhabitants  each,  all  three  being  county  seats.  Wliile  the 
small  size  of  these  towns  simplifies  the  problem  so  far  as  practical 
reservoir  construction  is  concerned  and  the  damages  involved  would 
not  be  great  in  proportion  to  the  total  cost  of  the  reservoir,  it  would 
involve  consiilerable  disturbance  in  the  political  afl'airs  of  these  three 
counties.  Wliile  it  is  true  that  the  thfficulties  are  more  apparent  than 
real,  the  submergence  of  these  towns  could  be  efl'ected  only  by 
overcoming  considerable  local  opposition.  The  practicabihty  of  the 
installation  of  these  reservoirs,  from  an  engineering  standpoint,  and 
their  economic  importance  to  the  Oliio  River  is  such  that  their  instal- 
lation is  recommended  in  spite  of  the  submergence  above  discussed. 
Of  course,  it  is  true  that  a  portion  of  the  storage  involved  in  these  two 
reservoirs  could  be  efl'ected  by  the  construction  of  several  smaller 
ones  that  would  not  interfere  with  the  towns  in  question.  An  alterna- 
tive plan  would  be  to  postpone  the  construction  of  these  reservoirs 
until  all  the  other  developments  have  been  effected,  by  which  time 
the  practicability  of  the  whole  scheme  and  the  enormous  advantages 
arising  from  it  would  overcome  all  local  opposition  and  the  force  of 
pubhc  opinion  would  carry  these  reservoirs  through. 

The  locations  of  the  reservoirs  on  Little  Kanawha  and  Big  Sandy 
rivers,  together  with  facts  relating  thereto,  are  shown  in  the  following 
table : 

Selected  reservoir  sites  in  the  Little  Kanawha  and  Big  Sandy  River  basins 


Stream  and  location. 


Catchment 
area  above 
reservoir. 

Mean  an- 
nual flow 
from  catch- 
ment area. 

Capacity  of 
reservoir 
in  square 
miles  of 

catchment 
area. 

Capacity  of 
reservoir 
(1,000,000 

cubic  feet). 

Height 
of  dam. 

Sq.  miles. 
30 

Second-feet. 
40 

10 

420 

Feet. 
100 

140 

200 

120 

5,600 

105 

680 

980 

680 

35,210 

97 

150 

220 

150 

8,060 

96 

-2, 100 

2,940 

2,100 

104, 722 

86 

1,440 

2,020 

1,440 

72,860 

150 

Area  of 
flow  line. 


Indian  Creek,  Murphy  Co.,  W.  Va. 

South  Fork,  Hughes  River,  Mur- 
phy County,  W.  Va 

Little  Kanawha  River,  Gilmer 
County,  W.  Va 

Right  Fork,  Steer  Creek,  Gilmer 
County,  W,  Va 

Levisa  Fork,  Big  Sandy  River, 
Lawrence  County,  Ky 

Tug  Fork,  Big  Sand'y  River, 
Wayne  County,  Ky 


Acres. 
260 

2,610 
24,120 

4,970 
66,400 
41,300 


464 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


KENTUCKY,  LICKING,  SCIOTO,  AND  GREAT  MIAMI  RIVER  BASINS 

Complete  surveys  are  not  available  over  any  of  these  basins  and 
therefore  a  complete  estimate  of  the  possibilities  arising  from  conser- 
vation on  these  areas  can  not  be  stated  here.  Were  more  information 
available  a  far  greater  reservoir  capacity  would  be  shown,  and  conse- 
quently the  effect  on  Ohio  River  would  be  greater  than  is  indicated 
in  tills  discussion.  Facts  concerning  these  reservoir  sites  are  set  forth 
in  the  following  table : 

Selected  reservoir  sites  in  the  Kentucky,  Licking,  Scioto,  and  Great  Miami  river  basins 


Stream  and  location. 

Catchment 
area  above 
reservoir. 

Mean  an- 
nual flow 
from  catch- 
ment area. 

Capacity  of 
reservoir 

in  square 
miles  of 

catchment 
area. 

Capacity  of 
reservoir 
(1,000,000 

cubic  feet). 

Height 
of  dam. 

Area  of 
flow  Hne. 

Kentucky     River,     Beattyville, 
Ky        

Sq.  miles. 
1,870 

470 
600 

335 
770 
162 

Second-feet. 
2,580 

648 
750 

.335 
770 
162 

1,810 

470 
590 

84 
116 
82 
95 

79,000 

22,100 
23,300 

2,690 
3,700 
2,600 
3,000 

Feet. 
120 

90 
110 

55 
58 
60 

Acres. 
38,200 

South    Fork    Kentucky    River, 

16,000 

Licking  River,  West  Liberty,  Ky. 
Olentangy  River,    southeastern 

12,000 
2,760 

Scioto  River,  Delaware,  Ohio 

Alum  Creek,  Westerville,  Ohio 

Miami  River,  headwaters,  Ohio    . 

4,400 
3,160 

CUMBERLAND    RIVER 

Conditions  with  reference  to  surveys  in  the  Cumberland  River 
basin  are  similar  to  those  already  stated  for  the  Kentucky  and  other 
streams.  A  complete  statement  of  the  possibilities  of  conservation 
can  not  be  given  here.  In  the  following  table  are  set  forth  the  storage 
facilities  identified  on  those  portions  that  have  been  surveyed: 

Selected  reservoir  sites  in  the  Cumberland  River  basin 


Stream  and  location. 

Catchment 
area  above 
reservoir. 

Mean 
annual  flow 
from  catch- 
ment area. 

Capacity  of 
reservoir 
in  square 
miles  of 

catchment 
area. 

Capacity  of 
reservoir 
(1,000,000 

cubic  feet) . 

Height 
of  dam. 

Area  of 
flow  line. 

Cumberland    River,    Williams- 

Sq.  miles. 
950 
670 
650 

1,180 

640 

Secondr-feet. 

1,190 

840 

980 

1,770 

800 

950 
670 
300 

460 

632 

41,600 
26, 790 
14,540 

22,110 

25,000 

Feet. 
82 
115 
100 

150 

140 

Acres. 
33,710 

Cumberland  Rivor,  Pinoville,  Ky . 

CoUins  River,  Minnville,  Tenn 

Cauey  Fork  River,  east  of  Smith- 

14,890 
9,980 

6,520 

Rockcastle     River,     Rockcastle 

15,500 

TENl 

LESSEE 

RIVER 

Tennessee  River  has  a  drainage  area  of  -89,000  square  miles.  The 
character  of  its  basin  varies  from  the  mountainous  portions  in  the 
Appalachian  region  to  the  flatter  country  extending  across  the  west- 
ern end  of  Kentucky.  It  is  a  river  subject  to  great  amplitude  in 
river  stage  due  to  descending  floods  which  have  in  the  past  been  ex- 
tremely destructive  to  property  and  especially  to  agricultural  land. 


WATER   CONSERVATION   AND    FLOOD   PREVENTION  465 

Tennessee  Rivor  forms  a  system  of  internal  waterways,  capable  of 
being  navigated  more  than  1,300  miles  bv  steamboats.  In  the  year 
1904,  the  tomiage  amounted  to  1,607,000  tons,  valued  at  830,000,000. 
Improvements  on  the  river  up  to  June  30,  1905,  amounted  to  $7,178,- 
000.  The  Government  projects  are  considered  in  three  sections: 
First,  that  part  of  the  river  Ipng  above  Chattanooga,  Tenn. ;  second, 
that  part  lying  between  Chattanooga  and  Riverton,  Ala. ;  and  third, 
that  part  from  Riverton  to  the  mouth.  Under  the  present  project, 
it  is  the  intention  to  develop  a  mean  low-water  depth  of  3  feet  in  the 
first  section.  This,  of  course,  even  if  it  were  successfid  would  not 
encourage  any  great  amount  of  water  transportation  along  this 
stretch  of  the  river,  because  under  modern  transportation  conditions 
small  draft  boats  can  not  be  operated  with  profit.  Along  the  second 
section,  navigation  is  possible  from  six  to  nine  months  of  the  year 
only.  There  are  shoals  in  the  river  wliich  have  been  overcome  or 
are  in  process  of  being  overcome  by  Government  canalization.  On 
the  lower  section  of  the  river  there  is  a  moderate  and  uniform  slope, 
with  original  low-water  depth  of  about  3.5  feet  over  the  lower  196 
miles  and  2  feet  over  the  remainder  of  the  distance  up  to  Riverton. 
The  present  Government  project  is  to  obtain  by  dredging  a  channel 
not  less  than  5  feet  deep  at  mean  low  water.  The  prospects  for  power 
development,  especiall}"  in  the  highland  portions  of  the  river,  are 
enormous.  The  minimum  indicated  power  developed  by  the  low- 
water  flow  of  the  river  and  its  tributaries  is  over  1,000,000  horse- 
power. The  profitable  development  would  be  far  greater  than  this, 
while  if  the  system  of  storage  reservoirs  available  for  construction 
were  erected  the  power  would  be  increased  from  10  to  12  times. 

Available  reservoir  sites  in  the  portions  of  the  river  basin  that 
have  been  surveyed  will  conserve  the  entire  annual  flow  from  12,800 
square  miles  of  drainage  area,  or  33  per  cent  of  the  entire  drainage 
area  of  the  Tennessee.  Were  these  reservoirs  constructed,  the  effect 
on  floods  in  tliis  river  would  be  to  reduce  them  by  a  far  greater  per 
cent  than  that  above  stated.  The  reservoirs  practically  cover  the 
upland  areas,  and  the  contrast  between  tliis  and  the  remaining  por- 
tion of  the  area  is  especially  marked. 

The  effect  of  the  regulated  discharge  of  the  stored  water  above 
indicated  will  be  shown  along  tlu"ee  broad  sections  of  the  river.  The 
first  at  Knoxville;  the  second  at  Chattanooga;  and  the  third  below 
Riverton.  The  facts  given  will  represent  the  tlii*ee  sections  of  the 
river  along  which  improvement  has  been  attempted  and,  although 
the  total  storage  above  described  is  not  advocated  for  purposes  of 
navigation,  the  effects  of  the  same  in  increasing  the  stage  of  the 
river  during  low-water  seasons  will  be  set  forth  in  the  following 
tables  which  are  similar  to  those  already  given. 


466  REPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 

SECTION  AT  KNOXVILLE 


Duration  of  stage  (days) . 

Increase  of  stage 

Flow  required 

1.0 

970 

4,250 
3,187 
2,125 

2.0 
3,220 

1,280 
960 
640 

3.0 
6,380 

647 
485 
323 

4.0 
9,930 

416 
312 
208 

5.0 
13,700 

300 
225 
150 

6.0 
17,670 

233 
174 
116 

7.0 
21,840 

189 
142 
95 

8.0 
26,210 

157 
117 

78 

9.0 
30,780 

134 
100 

67 

10.0 
35,300 

Reservoirs: 

Full 

117 

Three-fourths  full . . . 
One-half  full 

87 
58 

SECTION  AT  CHATTANOOGA 


Increase  of  stage 

Flow  required 

Reservoirs: 

FuU 

Three-fourths  full . 

One-half  full 

Increase  of  stage 

Flow  required 

Reservoirs: 

Full 

Three-fourths  full , 
One-half  full 


1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0 

9.0 

2,780 

6,540 

11,040 

16,000 

25,580 

27,870 

34,470 

41,070 

47,670 

2,890 

1,230 

728 

502 

314 

288 

233 

196 

168 

2,167 

922 

546 

376 

160 

216 

174 

147 

126 

1,445 

615 

364 

351 

107 

144 

116 

98 

84 

10.0 
54,270 

148 
111 
74 


SECTION  BELOW  RIVERTON 


1.0 

2.0 

3.0 

4.0 

5.0 

6.0 

7.0 

8.0         9.0 

1,440 

4,200 

7,600 

11,500 

15,900 

20,800 

26,000 

31,600   37,500 

5,600 

1,900 

1,060 

700 

500 

390 

310 

250 

210 

4,200 

1,430 

790 

520 

380 

290 

230 

190 

160 

2,800 

950 

530 

350 

250 

195 

155 

125 

105 

10.0 
43,600 

180 
138 
90 


The  facilities  for  reservoir  construction  in  the  basin  are  set  forth 
in  the  following  table: 

Selected  reservoir  sites  in  the  Tennessee  River  Basin 


Stream  and  location. 


Catchment 
area  above 
reservoir. 

Mean  an- 
nual flow 
from  catch- 
ment area. 

Capacity  of 
reservoir 

in  square 
miles  of 

catchment 
area. 

Capacity  of 
reservoir 
(1,000,000 

cubic  feet) . 

Height 
of  dam. 

Area  of 
flow  line. 

So.  miles. 
780 

Second-feet. 
1,080 

690 

30,400 

Feet. 
180 

Acres. 
10,000 

940 
560 
570 

1,590 
770 
790 

270 
390 
380 

14,700 
18,500 
17,100 

100 
100 
100 

10,200 
8,500 
12,000 

3,400 

5,300 

3,300 

163,500 

160 

49,000 

4,050 

6,300 

4,000 

199,600 

200 

70,000 

290 

450 

290 

17,400 

94 

12,100 

2,520 

7,000 

860 

78,000 

100 

54,400 

380 

1,050 

80 

7,340 

100 

5,120 

2,110 

2,900 

600 

26,500 

60 

30,000 

180 

500 

75 

6,700 

150 

2,840 

550 
240 

1,450 
410 

380 
20 

.32,400 
1,000 

200 
40 

11,080 
1,6S0 

240 
100 

510 
260 

60 
40 

4,130 
2,240 

100 
100 

2,880 
1,600 

60 

220 

20 

2,720 

50 

3,800 

2,040 

4,300 

1,1.30 

77,500 

70 

70,000 

80 

160 

80 

5,260 

60 

6,300 

110 

220 

100 

6,330 

60 

7,400 

330 

660 

60 

4,000 

fiO 

5,500 

Clinch  River,  Scott  County,  Va  . 
Nolichucky    River,     Greenville, 

Tenn 

Clinch  River,  Sneedville,  Term... 

Powell  River,  Jonesville,  Va 

Holston    River,     northeast    of 

Knox ville,  Tenn 

French    Broad    River,    east    of 

Knox  ville,  Tenn 

Little  River,  south  of  Knoxville, 

Tenn 

Little  Tennessee  River,  Loudon 

County,  Tenn 

Little   Tennessee   River,    Swain 

County,  Tenn 

Clinch    River,    Roane    County, 

Tenn 

Cheoah  River,  Graham  County, 

N.C 

Hiwassee  River,  Cherokee  Coun- 
ty, N.  C 

Nottely  River,  Union  County,  Ga. 
Toccoa   River,   Fannin  County, 

Ga 

Iliwassee  River,  Hiwassee,  Ga 

Tennessee  River,  Rabun  County, 

Ga 

H  .vassee    River,    near    mouth, 

Tenn 

West  Chickamauga  Creek,  Walker 

County.  Ga 

South  Chickamauga  Creek,   Ca- 
toosa County,  Ga 

Sequatchie     River,     Sequatchie 

County,  Tenn 


WATER  CONSERVATION   AND   FLOOD   PREVENTION 


467 


SMALLER   TRIBUTARIES   OF    OHIO    RIVER 


Topograpliic  surveys  are  available  along  some  of  the  smaller  tribu- 
taries of  the  Oliio  that  show  good  facilities  for  conservation.  As 
units,  they  do  not  appear  of  sufficient  importance  to  treat  separately 
with  reference  to  floods,  navigation  and  water  power,  and  therefore 
the  facts  are  included  in  the  following  table.  It  will  be  observed 
that  their  united  capacity  is  considerable  and  mil  have  highly  impor- 
tant effects  on  the  main  river.  They  will  conserve  the  annual  flow 
from  3,933  square  miles. 

Selected  reservoir  sites  in  smaller  tributaries  of  Ohio  River 


Stream  and  location. 


Catchment 
area  above 
reservoir. 


Mosquito    River,    northeast    of     Sq. 

Warren,  Ohio I 

Raccoon  Creek,   Below  Beaver,  I 


Little  Beaver  River,  Columbiana 
County,  Ohio 

Yellow  Creek,  Hammonds%alle, 
Ohio 

Buffalo  Creek,  Brooke  Coimty, 
W.  Va 

Wheeling  Creek,  Wheeling,  W.  Va. 

Guyandotte  River,  Lincoln 
County,  Ky 

Mud  River,  Cabell  County,  Ky 

Middle  Island  Creek,  St.  Mary's 
W.  Va 

Little  Muskingum  River,  Law- 
rence County,  Ohio 

East  Fork  Duck  Creek,  Lower 
Salem,  Ohio 

Fish  Creek,  southeastern  Mar- 
shall County,  W.  Va 

Captina  Creek,  southeast  of  Bel- 
mont County,  Ohio 


miles. 
87 

160 

530 

176 

136 
220 

1,290 
270 


276 
108 
226 
160 


|Capacity  of 

Mean  an-   reservoir  in  Capacity  of 

nnal  flow  I      square       reservoir 

from  catch-'    miles  of       (1,000,000 

ment  area.'  catchment  cubic  feet) 

area. 


Second-feet. 
98 

272 

900 

299 

231 

374  i 

1,800 
378 

860 

414 

162 

384 

272 


87 
160 


Height 
of  dam. 


Feet. 


517 

27,800 

158 

8,480 

136 
218 

7,690 
11,700 

1,290 
136 

58,460 
6,120 

470 

25,520 

276 

14,050 

108 

5,400 

226 

13,400 

151 

8,225 

30 

160 

240 

150 

150 
170 

125 
100 

119 

117 
85 
181 
155 


Area  of 
flow  line. 


Acres. 
7,000 

2,400 

7,440 

3,720 

1,880 
3,740 

32,000 
4,200 

14,000 

8,100 

4,300 

4,000 

2,760 


Facts  concerning  reservoir  facilities  of  the  various  tributaries  of 
the  Ohio  have  now  been  given.  It  should  be  noted  that  the  informa- 
tion concerning  some  of  the  tributaries  is  not  complete  and  that  some 
of  the  large  tributaries  are  not  represented.  The  greater  part  of  the 
area  covered  lies  to  the  south  of  the  Oliio,  wliile  surveys  of  the  north- 
ern tributaries  are  somewhat  sparse.  For  tliis  reason  it  has  been 
necessary  to  omit  from  consideration  laro;e  affluents  of  the  Ohio,  like 
the  Wabash,  Green,  and  Muskingum,  while  the  Scioto  and  Miami  are 
practically  without  representation.  The  consideration  of  floods  on  the 
Ohio  will  proceed  without  them,  and  if  it  can  be  sliowm  that  the  incom- 
plete reservoir  system  heretofore  presented  will  abate  floods  in  the 
Ohio  the  efficiency  of  the  system  and  the  integrity  of  the  principle 
will  have  been  demonstrated. 


FLOODS    ON    THE    OHIO 


All  floods  on  the  Ohio  do  not  have  a  common  origin.  At  times 
they  arise  in  the  upper  part  of  the  river  and  by  the  time  they  have 
reached  the  lower  portion  have  become  so  flattened  out  that  they 
cause  no  damage  or  apprehension.     Again,  floods  sometimes  visit 


468  REPORT    OF    THE   INLAND    WATERWAYS   COMMISSION 

the  region  of  Evansville  and  Paducah,  which  have  not  caused 
alarm  in  the  vicinity  of  Pittsburg  and  Wheehng.  Of  course,  it 
is  true  that  whenever  a  flood  descends  from  the  upper  tributaries 
its  effect  is  traceable  tliroughout  the  length  of  the  river,  but  its 
magnitude  may  not  be  such  as  to  approach  the  danger  line  in  the 
lower  part  of  the  stream.  The  two  great  floods  during  the  last 
quarter  of  a  century  occurred  in  1884  and  1907.  Those  which 
occurred  in  the  intervening  period,  while  serious  in  themselves,  are 
not  important  in  comparison  with  the  two  great  floods  above  men- 
tioned. Available  records  of  the  flood  of  1884  are  not  satisfactory 
except  for  the  main  stream  at  Wheeling  and  at  Paducah.  We  can 
secure  from  these  two  series  of  records  a  very  good  idea  of  the  progress 
of  the  flood,  but  the  information  concerning  the  contributary  area  is 
entirely  lacking. 

Both  the  floods  of  1884  and  1907  were  above  the  danger  line  at 
Wheeling  for  a  period  of  five  days.  The  greatest  height  of  the 
earlier  flood  was  51.5  feet  on  the  Wheeling  gauge,  wliile  that  of  the 
later  flood  was  48.9.  The  difl'erence  is  so  slight  that  in  computing 
the  effect  of  storage  either  might  be  used  as  a  maximum,  but  inas- 
much as  we  are  fully  acquainted  with  the  conditions  during  the 
flood  of  March,  1907,  it  will  be  used  to  test  the  efficiency  of  the 
proposed  storage  system.  There  will  also  be  included  the  flood  of 
January,  1907.  These  two  floods  were  entirely  different  in  their 
effects  and  progress.  The  flood  of  January  did  the  greatest  damage 
in  the  lower  portion  of  the  river,  while  that  of  March  arose  in  the 
upper  portion  of  the  basin,  principally  in  the  Monongahela  drainage 
area,  and  did  its  greatest  damage  there.  They  will,  therefore,  serve 
as  excellent  types  upon  which  to  base  an  opinion  of  the  reservoir 
system  as  a  means  of  preventing  floods.  We  will,  therefore,  con- 
sider these  two  floods  in  turn,  starting  at  Pittsburg  and  ending  at 
Cairo,  for  the  purpose  of  showing  what  would  have  been  the  effect 
had  the  reservoir  system  proposed  in  previous  pages  actually  been 
installed  and  in  operation  at  that  time. 

Records  show  that  floods  never  arise  over  the  entire  Ohio  basin 
at  one  time.  So  far,  only  one-fourth  to  one-third  of  the  total  area 
has  been  involved  in  any  flood.  Should  all  the  basin  be  involved 
sinuiltaneously,  the  damage  would  be  beyond  computation,  in  the 
lower  Mississippi  as  well  as  in  the  Ohio,  and  all  human  efforts  at 
abatement  would  be  ineffectual.  This,  of  course,  is  true  in  any 
large  basin;  our  past,  present,  and  future  safety  lies  in  the  fact  that 
only  small  portions  of  any  large  basin  are  in  flood  simultaneously. 
We  can  provide  protection  for  only  these  partial  floods,  but  the 
partial  protection  is  quite  worthy  of  accomplishment. 

At  Pittsburg,  Pa. — The  drainage  area  of  Ohio  River  above  Pitts- 
burg, Pa.,  is  18,800  square  miles,  while  the  area  studied  for  conserva- 
tion is  4,575  square  miles,  or  about  25  per  cent  of  the  entire  area. 
The  courses  of  the  two  floods  and  the  computed  efl'ect  of  storage 
are  given  in  the  following  table : 


WATER   CONSERVATION   AND   FLOOD   PREVENTION 


469 


Estimated  effect  of  storage  on  floods  of  January  and  March,  1907,  at  Pittsburg,  Pa.- 
Danger  line  22  feet,  equivalent  to  flow  of  214,000  second-feet 


FLOOD  OF  JANUARY 


Day. 


Effect  without 
conservation. 


Probable  effect  with 
conservation. 


h^etg"h^t.     Di-l^rge.    Discharge.     «-|,«. 


Jan.  19. 
20. 
21. 


Second-feet.  Second-feet. 
21.4  !        205,000  142,000 

23.2  230,000  160,000 

18.8  170,000  118,000 


16.6 
18.0 
14.5 


FLOOD  OF  MARCH 


Mar.  13 

12.7 

98,000 

71,000 

U.O 

14 

30.8 

344,000 

249,000 

24.5 

15 

35.1 

412,000 

298,000 

27.7 

16 

22.8 

225,000 

163,000 

18.2 

17 

15.7 

131,000 

95.000 

12.5 

During  the  January  flood  67  per  cent  was  derived  from  the  Monon- 
gahela.  It  will  be  noted  in  the  table  that  this  flood  would  not  have 
reached  the  danger  line  had  the  storage  system  been  installed.  In 
the  March  flood  45  per  cent  of  the  water  came  down  the  Allegheny, 
in  which  basin,  as  has  alread}^  been  explained,  surveys  showing  all 
the  reservoir  possibilities  have  not  been  made.  Were  these  surveys 
available,  the  additional  reservoir  sites  that  they  would  reveal  would, 
if  included  in  the  estimate,  materially  reduce  this  percentage.  The 
table  shows  that,  with  the  storage  now  identified,  the  March  flood 
would  have  reached  a  height  of  5.7  feet  above  the  danger  line,  instead 
of  the  13  feet  which  actually  occurred.  It  should  be  recalled  that  the 
reservoirs  included  in  the  aibove  estimate  conserve  the  torrential  flow, 
as  explained  on  page  456,  so  that  the  method  of  proportionate  estimate 
here  used  does  not  do  justice  to  the  efficiency  ot  the  proposed  system. 
Again,  it  should  be  recalled  that  the  full  economical  storage  capacity 
in  the  Allegheny  has  not  been  included  in  the  estimates.  Were  it 
possible  to  make  use  of  these  two  important  factors  it  would  be  demon- 
strated that  the  March  flood  would  not  have  arisen  to  the  Pittsburg 
danger  line.  The  small  flow  in  excess  of  the  danger-line  flow  would 
readily  be  dispersed  with  either  factor. 

At  Wheeling,  W.  Va. — The  total  drainage  area  above  Wheeling  is 
23,800  square  miles,  of  which  the  system  heretofore  proposed  will 
absolutely  conserve  5,850  square  miles,  or  24  per  cent.  The  danger 
line  at  Wheeling  is  36  feet,  which  corresponds  to  a  discharge  of  287,500 
cubic  feet  per  second.  Between  Pittsburg  and  Wheeling  enters  the 
Beaver  River,  with  a  drainage  area  of  3,050  square  miles.  Lack  of 
suitable  surveys  has  made  it  impossible  to  consider  storage  facilities 
in  the  Beaver  basin.  Only  one  reservoir,  of  a  capacity  sufficient  to 
conserve  87  miles  of  drainage  area,  has  been  identified.  Therefore 
the  effect  sho^vn  at  Wheeling  will  not  do  justice  to  the  conservancy 
plan.  It  involves  the  h3^pothesis  that  this  river,  which,  for  ten  days 
during  the  March  flood,  discharged  an  average  of  39,000  cubic  feet 
per  second,  must  remain  entirely  unconserved.  Of  course  this  is  not 
true,  as  could  be  shown  were  surveys  available.  On  the  minor 
streams  between  Pittsburg  and  Wheeling  there  is  an  area  available 


470 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


for  conservation  of  1,189  squaji-e  miles.     The  run-off  from  the  areas 
covered  by  these  streams  was  13  second-feet  per  square  mile. 

The  behavior  of  the  floods  at  Wheeling  under  free  and  under  con- 
served conditions  is  given  in  the  following  table: 

Estimated  effect  of  storage  on  floods  of  January  and  March,  1907,  at  Wheeling,  W.  Va. — 
Danger  line  36  feet,  equivalent  to  flow  of  287,500  second-feet 

FLOOD  OF  JANUARY 


Day. 

Effect  without 
conservation. 

Probable  effect  with 
conservation. 

Gauge 
height. 

Discharge. 

Discharge. 

Gauge 
height. 

Jan.  19 V 

31.6 
36.1 
35.9 

Second-feet. 
240, 100 
288, 600 
286, 400 

Second-feet. 
169,000 
203,000 
201,000 

24.5 

20 

28.0 

21 

27.8 

FLOOD  OF  MARCH 

Mar.  13 
14 
15 

16 

17, 
18 


17.5 

107,000 

78,000 

37.9 

308, 700 

225,000 

47.8 

426,400 

311,000 

48.9 

440,200 

320,000 

38.0 

309,800 

226,000 

27.9 

202,200 

147,000 

14.0 
30.2 
38.1 
38.9 
30.2 
22.1 


The  figures  show  that  there  would  have  been  an  excess  of  1.9 
feet  above  the  danger  line  in  the  March  flood  if  the  reservoir  sj^s- 
tem  herein  described  were  installed ;  but,  recalling  the  fact  that  the 
computations  here  made  do  not  take  account  of  three  facts :  first,  the 
checking  of  torrential  flow;  second,  lack  of  full  reservoir  development 
in  the  Allegheny;  third,  lack  of  same  in  the  Beaver,  it  is  certain  that, 
had  the  computations  been  given  the  benefit  of  any  one  of  them  it 
would  be  shown  that  the  March  flood  would  not  have  reached  the 
danger  line. 

At  Parkershurg,  W.  Va. — Above  Parkorsburg  there  is  a  drainage 
area  of  37,200  square  miles,  of  which  8,100  or  about  22  per  cent  is  here 
included  in  conservancy.  Between  Wlieeling  and  Parkersburg,  the 
principal  streams  entering  the  river  are  the  Muskingum,  drainage 
area  7,740  square  miles,  and  the  Little  Kanawha,  wliich  enters  at 
Parkersburg,  draining  2,300  square  miles.  In  addition  to  this,  there 
are  numerous  small  streams  which  contribute  largely  to  floods  in  the 
river.  We  have,  on  the  Muskingum  no  data  showing  possible  storage 
reservoir  sites,  and  therefore  the  estimates  are  presented  without 
considering  them.  On  the  Little  Kanawha  there  have  been  identi- 
fied reservoir  sites  to  provide  for  the  absolute  conservation  of  960 
square  miles — or  42  per  cent  of  the  total.  The  minor  streams  enter- 
ing the  Ohio  between  Wlieeling  and  Parkersburg  will  furnish  reservoir 
sites  for  the  absolute  conservation  of  1,231  s(|uare  miles.  Consider- 
ing now  the  distribution  of  this  flood  above  Parkersburg,  we  have 
already  cited  the  run-off  on  the  upper  tributaries;  on  the  minor 
streams  between  Wheeling  and  Parkersburg  there  was  a  run-off  of  10 
second-feet  per  square  mile  in  January  and  of  12  second-feet  in  March. 
On  the  Little  Kanawha,  the  run-off  was  7  second-feet  per  square  mile 
in  January  and  8  in  March,  while  on  the  Muskingum,  concerning 
which  we  have  no  reservoir  data,  there  was  a  run-off  of  8.8  second-feet 


WATER   CONSERVATION    AND    FLOOD    PREVENTION 


471 


in  January  and  12  in  March.  Thus  it  will  be  seen  that  all  the  storage 
reservoirs  were  effective  in  both  floods  and  there  are  no  errors  in- 
volved in  extending  the  proportionate  estimate  down  to  this  point. 
We  have,  then,  two  large  wild  tributaries  entering  the  Ohio  above 
Parkersburg,  neither  of  which  is  considered  as  having  storage  reser- 
voir facilities.  The  result  under  such  an  hypothesis  is  shown  in  the 
following  table: 


Estimated  effect  of  storage  on  floods  of  January  and    March,   1907,   at  Parkersburg, 
W.   Va. — Danger  line  36  feet,  equivalent  to  a  flow  of  336,000  second-feet 

FLOOD  OF  JANUARY 


Day. 

Effect  without 
conservation. 

Probable  effect  with 
conservation. 

Gauge 
height. 

Discharge. 

Discharge. 

Gauge 
height. 

Jan.  16 

34.4 
36.3 
38.4 
38.0 
39.3 
39.9 
39.1 
34.8 

Second-feet. 
315,000 
340,000 
370,000 
360,000 
380,000 
385,000 
375, 000 
320,000 

Second-feet. 
236,000 
255,000 
277,000 
270,000 
285,000 
289,000 
281,000 
240,000 

27.6 

17       

29.3 

18 

31.1 

19 

30.5 

20 

31.8 

21 

32.2 

22 

31.5 

23 

27.9 

FLOOD  OF  MARCH 


Mar.  14 

37.0 
48.1 
51.4 
50.9 
43.6 
40.0 
35.0 

350,000 
500,000 
550,000 
540,000 
440,000 
390,000 
325,000 

270, 000 
386,000^ 
425,  OOr 
418,000 
340,000 
233,000 
252,000 

30.6 

15 

39.8 

16 

42.7 

17 

42.1 

18 

36.1 

19                                     

33.1 

20 

28.9 

The  flood  of  March,  as  shown  by  the  above  table,  submerged  the 
danger  line  for  a  period  of  six  days,  the  deepest  submergence  being 
15.4  feet.  Reservoirs  would  have  reduced  this  to  a  point  below  the 
danger  line.  Even  in  the  above  table  the  submergence,  with  only 
partial  reservoir  system  considered  and  taking  no  account  of  the 
torrential  feature  explained  on  p.  14,  occurred  only  three  days  and 
the  maximum  was  6.7  feet. 

At  Point  Pleasant,  W.  Va. — The  next  point  of  observation  is 
Point  Pleasant,  above  which  there  is  a  total  drainage  area  of  51,500 
square  miles,  of  which  14,100,  or  27  per  cent,  is  here  included  in  con- 
servancy. Between  these  two  points,  the  only  rivers  of  importance 
that  enter  the  Ohio  are  the  Kanawha  and  Hocking.  The  former 
has  a  drainage  area  of  12,000  square  miles,  of  which  about  6,000  is 
conserved  under  the  plan  proposed  in  previous  pages.  No  con- 
servation in  the  Hocking  Valley  is  considered  in  present  computations. 
It  should  be  noted  here  that  the  Great  Kanawha  poured  into  the 
Ohio  during  the  January  flood  a  run-oft'  equivalent  to  5.5  secontl- 
feet  per  square  mile,  or  over  60,000  cubic  feet  per  second,  and  during 
the  March  flood  a  little  less.  Point  Pleasant  is  an  exceedingly 
troublesome  place  during  floods,  by  reason  of  the  fact  that  the  danger 
line  there  is  so  low.  There  is  no  place  along  the  river  better  suited  to 
test  severely  the  merits  of  the  conservation  scheme  than  Point 
Pleasant.     It  would  seem  that  if  anything  like  a  good  showing  is 


472 


EEPOET   OF   THE   INLAND   WATERWAYS   COMMISSION 


made  by  our  system  at  this  point,  then,  can  the  scheme  be  regarded 
with  confidence. 

The  danger  fine  at  Point  Pleasant  is  39  feet  on  the  gauge,  equiv- 
alent to  332,000  cubic  feet  per  second.  It  will  be  significant  to  con- 
trast this  with  the  danger-line  capacity  at  Parkersburg,  where  the 
flow  at  the  danger  line  is  336,000  cubic  feet  per  second,  although 
the  drainage  area  is  less  by  14,300  square  miles  than  at  Point  Pleas- 
ant. The  effects  of  the  floods  of  January  and  March,  1907,  and  the 
effects  that  the  proposed  storage  system  would  have,  had  it  been 
installed  at  the  time,  are  set  forth  in  the  following  table: 

Estimated  effect  of  storage  on  floods  of  January  and  March,  1907,  at  Point  Pleasant, 
W.  Va. — Danger  line,  39  feet,  equivalent  to  a  flow  of  332,000  second-feet 

FLOOD  OF  JANUARY 


Jan.  15. 
16. 
17. 
18. 
19. 
20. 
21. 
22. 
23. 
24. 
.       25. 


Day. 


Eflect  without 
conservation. 


Gauge 
height. 


36.8 
4.3.2 
46.0 
50.1 
52.0 
51.9 
50.5 
48.7 
46.0 
42.3 
34.5 


Discharge. 


Second-feet. 
305,000 
390,000 
430,000 
485,000 
515,000 
510, 000 
490, 000 
465, 000 
425, 000 
375, 000 
275, 000 


Probable  effect  with 
conservation. 


Discharge. 


Second-feet. 
219, 000 
280,000 
309,000 
349,000 
370,000 
367,000 
352,000 
334, 000 
305, 000 
270, 000 
198, 000 


Gauge 
height. 


29.8 
35.0 
33.2 
40.2 
41.7 
41.5 
40.5 
39.2 
36.9 
.34.0 
29.8 


FLOOD  OF  MARCH 


Mar.  14 

15              

34.3 
46.4 
52.4 
54.7 
54.8 
,52.7 
48.7 
44.9 
42.7 
■30.5 
36.8 

270, 000 
430, 000 
520,000 
550, 000 
555,000 
525,000 
465,000 
410, 000 
.380,000 
350,000 
305,000 

207, 000 
325, 000 
393,000 
415,000 
419, 000 
396,000 
351,000 
309,000 
287, 000 
264, 000 
230,000 

29.0 
36.5 

16          

43.5 

17 

18 

45.2 
45.5 

19 

20         

43.9 
40.5 

21 

22 

23 

24 

37.1 
35.6 
33.6 
30.6 

The  above  figures  show  that  the  danger  line  would  have  been  sub- 
merged in  both  floods  with  the  storage  system  here  considered;  in 
the  January  flood  it  would  have  been  submerged  by  2.7  feet,  and  in 
that  of  March  by  6.5  feet.  The  result  is  eminently  satisfactory;  by 
making  allowances  for  unsurveyed  areas  and  check  of  torrential  flow 
noted  in  previous  pages,  it  will  be  appreciated  that  no  damage  would 
have  arisen  at  Point  Pleasant  by  reason  of  either  flood  had  the  stor- 
age system  been  installed. 

At  Huntington,  W.  Va. — Above  Huntington,  W.  Va.,  the  Ohio  River 
system  is  58,600  square  miles  in  extent,  of  which  15,500,  or  26  per 
cent,  is  here  included  in  conservancy.  Between  Point  Pleasant  and 
Huntington  the  i)rincipal  tributary"  of  the  Ohio  is  the  Guyandotte, 
on  which  there  have  been  identified  reservoirs  sufficient  to  conserve 
an  area  of  1,426  square  miles. 


WATER   CONSERVATION    AND    FLOOD    PREVENTION 


473 


The  danger  line  at  Huntington  is  50  feet,  equivalent  to  a  discharge 
of  432,000  cubic  feet  per  second.  Examination  of  the  following 
table  will  show  that  the  reservoir  system  herein  considered  would, 
without  allowances  being  made  for  any  feature,  have  reduced  the 
floods  of  January  and  March,  1907,  at  Huntington  below  the  danger 
line,  making  the  maximum  gauge  height  48.2,  or  1.8  feet  below  said 
line. 


Estimated  effect  of  storage  on  floods  of  January  and  March,  1907,  at  Huntington,  W.  Va.- 
Danger  line,  50  feet,  equivalent  to  a  fvow  of  432,000  second-feet 


FLOOD  OF  .TANUAUY 


Effect  without 
conservation. 

Probable  effect  with 
conservation. 

Day. 

Gauge 
height. 

Discharge. 

Discharge. 

Gauge 
height. 

Jan.  16 

46.8 
61.0 
54.0 
57.1 
57.8 
56.5 
54.5 
52.0 
48.7 

Second-feet. 
390,000 
445,000 
485,000 
525,000 
535,000 
520,000 
495,000 
460,000 
415,000 

Second-feet. 
279,000 
318,000 
347,000 
375,000 
383,000 
372,000 
354,000 
329,000 
296,000 

38.0 

17 

41.2 

18 

43.5 

19 

45.7 

20 

46.2 

21 

45.4 

22.     ...                        

44.0 

23 

42.1 

24 

39.5 

FLOOD   OF   MARCH 


Mar.  15                "                         

48.4 
55.2 
57.9 
58.4 
57.2 
54.5 
50.6 
47.7 

410,000 
500,000 
540,000 
545,000 
530,000 
490,000 
440,000 
400,000 

307,000 
375,000 
405,000 
407,000 
392,000 
367,000 
330,000 
300,000 

40.4 

16 

45.7 

17 

47.9 

18 

19 

20 

48.2 
47.4 
45.1 

21..                        

42.1 

22 

39.8 

At  Catlettshurg,  Ky. — Catlettsburg  is  8  miles  below  Huntington; 
above  the  former  there  is  a  drainage  area  of  59,300  square  miles,  of 
which  the  present  figures  provide  absolute  conservation  for  19,100 
square  miles.  The  Big  Sandy  River  joins  the  Ohio  at  Catlettsburg. 
It  has  a  drainage  area  of  3,950  square  miles,  of  which  there  are  facil- 
ities in  the  drainage  area  for  the  conservation  of  about  90  per  cent, 
or  3,540  square  miles.  The  records  show  that  the  contribution  made 
by  the  Big  Sandy  to  the  floods  of  1907  was  5  and  4  second-feet  per 
square  mile,  respectively,  or  about  the  same  as  those  of  neighboring 
drainage  areas.  Therefore,  there  is  no  adjustment  to  be  made  in  the 
method  of  determining  the  effect  of  reservoirs  by  proportionate  run- 
off. The  following  table  gives  a  record  of  the  floods  of  January  and 
March,  1907,  and  the  estimated  effect  of  the  proposed  reservoir  sys- 
tem. It  will  be  seen  that  in  neither  case  would  the  danger  line  have 
been  reached,  and  this  on  only  partial  con^^ervation  and  with  no 
allowance  for  the  checking  of  torrential  run-off. 

31673— S.  Doc.  325,  60-1 31 


474 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


Estimated  effect  of  storage  on  floods  of  January  and  March,  1907,  at  Catlettsburg ,  Ky. — 
Danger  line  50  feet,  equivalent  to  a  flow  of  428,000  second-feet 


FLOOD  OF  JANUARY 


Day. 

Effect  without 
conservation. 

Probable  effect  with 
conservation. 

Gauge 
height. 

Discharge. 

Discharge. 

Gauge 
height. 

Jan.  16            

47.8 
52.4 
55.4 
59.0 
59.9 
58.4 
56.4 
53.0 
50.6 
45.0 

Second-feet. 
400.000 
460.  OOO 
500,000 
550,000 
560.000 
540.000 
515, 000 
470,000 
435,000 
365,000 

Second-feet. 
275,000 
317, 000 
345. 000 
379,000 
386,000 
372,000 
355, 000 
324.000 
300.000 
252,000 

38.0 

17 

41.4 

18 

43.6 

19 

46.3 

20 

46.8 

21 

45.7 

22 

44.4 

23     ..                       

42.0 

24 

40.0 

25                          .            

36.0 

FLOOD  OF  MARCH 


Mar.  15 
16 
17 
18 
19 
20 
21 
22 


49.0 

415,000 

303,000 

57.2 

525,000 

384,000 

59.8 

560,000 

410,000 

60.4 

570,000 

417,000 

59.6 

500,000 

410,000 

56.4 

515,000 

377,000 

52.3 

460,000 

336,000 

49.0 

415,000 

303,000 

40.3 
46.6 
48.5 
49.1 
48.5 
46.0 
42.9 
40.3 


At  Portsmouth,  Ohio. — Scioto  River,  which  has  a  drainage  area  of 
6,400  square  miles,  enters  the  Ohio  at  Portsmouth.  The  total 
drainage  area  of  the  Ohio  above  Portsmouth  is  66,300  square  miles,  of 
which  19,519,  or  about  30  per  cent,  is  here  included  in  conservancy. 
Full  reservoirs  in  the  Scioto  basin  would  probably  increase  this  pro- 
portion, but  the  present  estimate  includes  only  441  miles.  Ports- 
mouth has  suffered  frequently  from  floods,  and  especially  during  the 
floods  of  January  and  March,  1907.  ,The  progress  of  the  flood  at 
Portsmouth  during  the  high  stages  and  the  computed  effect  of  the 
storage  system  are  given  in  the  following  table.  It  will  be  seen  that 
there  would  have  been  complete  protection  in  both  cases. 

Estimated  effects  of  storage  on  floods  of  January  and  March,  1907,  at  Portsmouth,  Ohio. — 
Danger  line  50  feet,  equivalent  to  a  flow  of  407,000  second-feet 

FLOOD  OF  JANUARY 


Day. 

Effect  without 
conservation. 

Probable  effect  with 
conservation. 

Gauge 
heigiit. 

Discharge. 

Discharge. 

Gauge 
heiglit. 

Jan.  IC : 

48.6 
53.4 
56.3 
59.3 
60.9 
60.7 
59.2 
57.5 
54.7 
50.0 

Second-feet. 
390.000 
450,000 
485,  OCO 
525, 0"0 
54.5,000 
540.000 
525.000 
500.000 
465.000 
407,000 

Second-feet. 
270,000 
311.010 
335.000 
303.000 
377,0''0 
373.  OCO 
363.000 
346,000 
321,000 
281,000 

38.4 

17 

42.1 

18 

44.1 

19 

20 

21 

22 

23 

24 

25 

46.4 
47.5 
47.2 
46.4 
45.0 
43.0 
39.6 

WATER  CONSERVATION   AND  FLOOD   PREVENTION 


475 


Estimated  effects  of  storage  on  floods  of  January  and  March,  1907,  at  Portsmouth,  Ohio — ■ 
Danger  line  50  feet,  equivalent  to  a  flow  of  407,000  second-feet — Continued 


FLOOD  OF  MARCH 


Day. 

Effect  without 
conservation. 

Probable  effect  with 
conservation. 

Gauge 
height. 

Discharge. 

Discharge. 

Gauge 
height. 

Mar.  14. . 

39.5 
52.2 
58.6 
60.5 
60.8 
59.8 
58.1 
55.6 
52.4 
51.0 
46.8 

Second-feet. 
280,000 
435,000 
515,000 
540,000 
545,000 
530,000 
510,000 
475,000 
435,000 
4:0,000 
365,000 

Second-feel. 
205,000 
318,000 
377,000 
395,000 
399,000 
388,000 
373, 000 
347,000 
318,000 
307,000 
207,000 

33  0 

15 ... 

42.7 

16. 

47.5 

17. 

18. 

49.0 
49.3 

19. 

20 

48.4 
47.3 

21 

4.5.2 

22 

42.7 

23. 

41.8 

24. 

38.2 

At  Maysville,  Ky. — At  Maysville,  Ky.,  53  miles  below  Portsmouth, 
Ohio,  the  effect  would  be  similar  to  that  at  Portsmouth.  During  the 
flood  of  January  the  river  was  above  the  danger  line  of  50  feet  for  a 
period  of  nine  days;  the  maximum  being  60.3  feet,  equivalent  to  a 
flow  af  620,000  cubic  feet  per  second.  The  reservoir  system  here  con- 
sidered would  reduce  this  entirely  below  the  danger  line,  making  the 
maximum  gauge  height  49.6  feet,  or  0.4  foot  below  the  danger  line. 
During  the  March  flood  the  river  was  above  the  danger  line  eight  days, 
the  highest  submergence  thereof  being  9.2  feet.  The  reservoir  system 
would  have  reduced  tliis  to  the  danger  line. 

At  Cincinnati,  Ohio. — We  come  now  to  a  consideration  of  floods  at 
Cincinnati,  Ohio,  above  which  there  is  in  the  Ohio  basin  a  drainage 
area  of  73,900  square  miles.  Of  this,  the  present  report  proposes  to 
conserve  20,100  square  miles,  or  27  per  cent  of  the  whole.  Licking 
River,  a  tributary  basin,  3,870  square  miles  in  extent,  enters  the  Ohio 
from  the  south  just  above  Cincinnati.  The  present  report  provides 
for  the  complete  conservation  of  590  square  miles  of  the  Licking 
basin.  During  the  floods  of  1907,  the  average  run-off  from  Licking 
River  was,  for  a  period  of  ten  days  in  each  case,  21,000  cubic  feet  per 
second.  The  maximum  was  much  higher  than  this.  This  unre- 
strained discharge  on  the  top  of  an  already  gorged  channel  aggra- 
vated the  conditions  at  Cincinnati.  The  Great  Miami,  too,  was  a 
factor.  Although  it  enters  the  Ohio  below  Cincinnati,  its  enormous 
discharge  of  water  during  this  flood  had  a  backwater  effect,  and 
caused  a  higher  stage  at  Cincinnati  than  would  have  occurred  had  the 
Miami  been  properly  conserved. 

The  danger  Hue  at  Cincinnati  is  50  feet  on  the  gauge,  equivalent  to 
a  flow  of  415,000  cubic  feetper  second.  This  is  a  low  danger  line,  rep- 
resenting less  channel  capacity  than  the  danger  lines  at  Maysville  and 
Catlettsburg  on  the  river  above.  The  effect  of  the  floods  on  the 
river  and  the  effect  of  storage  according  to  the  system  proposed 
would  be  as  follows: 


476 


KEPOKT    OF   THE   INLAND   WATERWAYS   COMMISSION 


Estimated  effect  of  storage  on  floods  of  January  and  March,  1907,  at  Cincinnati,  Ohio — 
Danger  line  50  feet,  equivalent  to  a  flow  of  415,000  second-feet 


FLOOD  OF  JANUARY 


Day. 

Effect  without 
conservation. 

Probable  effect  with 
conservation. 

Gauge 
height. 

Discharge. 

Discharge. 

Gauge 
height. 

Jan.  15            

47.2 
51.1 
55.7 
59.4 
61.9 

Second-feet. 
375,000 
430,000 
500,000 
560,000 
595,000 
630,000 
645,000 
640,000 
615,000 
585,000 
540,000 
475,000 
390,000 

Second-feet. 
272,000 
311,000 
362,000 
405,000 
435,000 
456,000 
400,000 
403,000 
445,000 
423,000 
391,000 
344,000 
282,000 

39.7 

16 

42.6 

17             

46.2 

18 

49.2 

19 

50.9 

20 

64.1 

52.6 

21 

65.1 
64.6 
63.2 
61.2 
58.1 

53.3 

22 

23 

53.1 
51.9 

24 

50.5 

25 

48.2 

26 

27 

54.0 
48.0 

44.9 
40.5 

FLOOD  OF  MARCH 


Mar.  13. 
14. 
15. 
16. 
17. 
18. 
19. 
20. 
21. 
22. 
23. 
24. 
25. 


41.0 

290,000 

220,000 

50.3 

420,000 

318,000 

54.1 

475,000 

360,000 

57.6 

530,000 

401,000 

00.2 

570,000 

431,000 

61.6 

590,000 

447,000 

62.1 

600,000 

455,000 

61.3 

590,000 

447,000 

59.8 

565,000 

428,000 

57.5 

530,000 

401,000 

54.8 

490,000 

371,000 

52.3 

450,000 

341,000 

1          49.4 

405,000 

307,000 

35.5 
43.1 
46.0 
48.9 
51.0 
52.0 
52.6 
52.0 
50.8 
48.9 
46.8 
44.7 
42.2 


According  to  the  computations  in  the  above  table,  the  reservoir 
system  would  have  reduced  the  January  flood  to  a  total  period 
above  the  danger  line  of  five  days  and  a  maximum  height  of  53.3 
feet,  or  3.3  feet  above  the  danger  line,  while  the  March  flood  would 
have  been  reduced  somewhat  more.  Here,  again,  we  are  obliged  to 
urge  consideration  of  the  factors  that  are  left  out  of  account  in  these 
computations.  Utilization  of  all  the  conservation  facilities  on  the 
drainage  area  above,  and  a  proper  accounting  for  the  fact  that  it  is  the 
torrential  flow  that  would  be  conserved,  would  in  actual  practice 
reduce  the  gauge  height  as  shown  by  this  proportional  computation 
below  the  danger  fine.  How  far  below,  we  do  not  know,  but  a  fair- 
minded  consideration  of  the  matter  will  show  that  it  would  be  well 
down  to  the  point  of  safety. 

At  Madison,  Ind. — The  danger  line  at  Madison  is  46. feet,  equiv- 
alent to  a  flow  of  530,000  cubic  feet  per  second  in  the  channel. 
Between  Cincinnati  and  Madison  enter  the  Great  ^liami  and  Ken- 
tucky rivers.  The  former  has  a  drainage  area  of  5,400  square  mfles, 
and  it  is  necessary  in  this  paper  to  consider  it  practically  uncon- 
served.  The  latter  has  a  basin  of  7,870  sc{uare  miles  extent,  and 
partial  surveys  which  do  not  permit  of  a  thorough  consideration  of 
storage  facilities  reveal  storage-resers^oir  sites  of  capacity  sufficient 
to  conserve  2,280  square  miles.  Madison,  situated  shortly  below 
the  entrance  point  of  two  great  tributaries  of  the  Ohio,  subjects  the 
conservation  data  included  in  this  report  to  a  severe  test.     The 


WATER   CONSERVATION    AND    FLOOD    PREVENTION 


477 


Miami  contributed  a  comparatively  enormous  amount  of  water  in 
both  floods,  yet  we  have  no  means  of  determining  how  much 
might  have  been  conserved.  So  far  as  these  computations  are  con- 
cerned the  river  must  nm  wild.  The  Kentucky  also  contributed 
a  large  amount  of  water,  and,  as  above  stated,  we  have  for  these 
computations  the  benefit  of  only  partial  surveys.  Even  under 
these  unfavorable  conditions,  the  following  table  shows  entirely 
satisfactory  indications.  The  January  flood  would  have  submerged 
the  danger  line  1.2  feet.  A  little  more  storage  on  the  Kentucky 
and  Miami  rivers  would  have  reduced  this  considerably  below  the 
line. 

Estimated  effect  of  storage  on  floods  of  January  and  March,  1907,  at   Madison,  Ind. — 
Danger  line  46  feet,  equivalent  to  a  flow  of  530,000  second  feet 

FLOOD   OF  JANUARY 


Day. 

Effect  without 
conservation. 

Probable  effect  with 
conservation. 

Gauge 
height. 

Discharge. 

Discharge. 

Gauge 
height. 

Jan.  17 

45.9 
49.1 
51.6 
54.2 
56.1 
56.7 
56.3 
55.1 
53.0 
50.2 
46.0 

Second-feet. 
.530,000 
590,000 
640, 000 
700,000 
740,000 
750, 000 
740,000 
720, 000 

Second-feet. 
392, 000 
436,000 
474,000 
518,000 
.      547, 000 
555,000 
547,000 
432  000 

36.5 

18 

41.2 

19 

43.2 

20 

4.5.4 

21 

47.0 

22 

47.2 

23 

47.0 

24.    .                                              .              

46.3 

25 

670,000  I        495,000 
620,000           459,000 
530,000  1        392.000 

44.3 

26 

42.5 

27 .                      

36.6 

FLOOD   OF   MARCH 


Mar.  14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 
25 


42.7 

460,000 

.353,000 

46.3 

5.30,000 

406,000 

47.9 

570,000 

437,000 

49.9 

610,000 

468,000 

51.3 

640,000 

491,000 

51.9 

650,000 

498, 000 

51.7 

650,000 

498,000 

51.1 

630,000 

483,000 

49.9 

610,000 

468,000 

48.2 

570, 000 

437,000 

46.2 

530,000 

406, 000 

44.1 

400,000 

376,000 

.37.0 
39.8 
41.4 
43.0 
441 
44  5 
44  5 
43.8 
43.0 
41.4 
.39.8 
38.2 


It  is  of  interest  to  note  that  the  tables  relating  to  the  upper  end  of 
the  river  show  the  March  flood  highest.  Farther  down  they  appear 
about  equal,  while  the  Madison  table  shows  the  greater  seventy  of 
the  January  flood  along  tliis  portion  of  the  river. 

At  Louisville,  Ky. — The  observations  concerning  Madison  apply 
to  Louisville.  The  following  table  shows  that,  with  conservation 
included  in  the  computations  in  this  report,  the  January  flood  would 
have  submerged  the  danger  line  2  feet.  This  amount  is  negligible 
in  view  of  considerations  previously  described  in  similar  cases. 


478 


KEPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


Estimated  effect  of  storage  on  foods  of  January  and  March,  1907,  at  Louisville,  Ky.- 
Dangcr  line  28  feet,  equivalent  to  flovj  of  500,000  second-feet 


FLOOD  OF  JANUARY 


Effect  witliout 
conservation. 

Probable  effect  with 
conservation. 

Day. 

Gauge 
heigiit. 

Discharge. 

Discharge. 

Gauge 
height. 

Jan.  16 

25.2 
29.3 
32.7 
35.5 
37.9 
40.1 
41.2 
41.2 
40.3 
38.7 
36.2 
32.8 

Second-feet. 
452,000 
524,000 
584,000 
630,000 
670, 000 
710, 000 
730,000 
730,000 
712,000 
684,000 
640,000 
584, 000 
492,000 

Second-feet. 
335,000 
388,000 
432,000 
466,000 
496,000 
526,000 
540,000 
540,000 
528,000 
506,000 
474, 000 
432,000 
364,000 

18.1 

17  .                         

21.4 

18. 

23.9 

19                                                       

25.9 

20 : 

27.5 

21 

22 

23 

24. 

25 

26 ^ : 

27 

28.    -                                         

29.2 
30.2 
30.2 
30.0 
28.1 
26.3 
23.9 
19.9 

FLOOD  OF  MARCH 


Mar.  14 

22.7 
28.6 
31.3 
33.0 
34.3 
35.6 
35.9 
35.5 
34.6 
33.1 
31.1 
28.6 
25.8 

410,000 
510,000 
560,000 
590,000 
610,000 
630,000 
640,000 
630,000 
61C, 000 
590,000 
550,000 
510,000 
460,000 

315,000 
392,000 
430,000 
453, 000 
468,000 
484,000 
491,000 
484,000 
468,000 
453,000 
422,000 
391,000 
353,000 

16.8 

15  ...                        .          

21.5 

16 

23.9 

17                                                                 

25.2 

18 

26.1 

19 

26.9 

20 

27.3 

21..    . 

26.9 

22 

26.1 

23   .                                                          

25.2 

24 

23.3 

25 

26 

21.5 
19.2 

Concerning  the  flatter  portion  of  the  Oliio  River  below  Louisville, 
certain  observations  must  be  made  with  respect  to  the  behavior  of 
floods.  It  is  well  understood  that  the  lower  the  slope  of  any  river, 
the  more  pronounced  will  be  the  backwater  effects  of  an,y  tributary 
entering  the  river.  Four  great  rivers  and  several  smaller,  though 
important,  ones  enter  this  flat  portion  of  the  stream  below  Louisville, 
namel}^,  the  Wabash,  the  Cumberland,  the  Green,  and  the  Tennessee. 
When  they  pour  their  great  floods  into  the  lower  Ohio  their  effect  is  to 
gorge  the  channel  and  back  the  water  up  to  the  foot  of  the  falls  at 
Louisville.  In  other  words,  if  a  flood  comes  out  of  the  Wabash, 
Cumberland,  Green,  or  Tennessee  rivers  into  the  lower  Oliio  the  effect 
is  almost  as  plainly  marked  for  long  distance  above  the  point  of  con- 
fluence as  it  IS  below.  Now,  in  estimating  the  effects. of  the  reservoirs 
in  the  proposed  system  on  the  flood  height  at  Evansville,  Ind.,  for 
example,  we  can  not  take  into  account  storage  on  the  Tennessee, 
Cumberland, Green,  and  Wabash  rivers,  but  must  confine  estimates  to 
those  on  the  tributaries  above  Evansville.  Nevertheless  it  is  readily 
appreciated  that  were  these  4  great  streams  well  conserved  the  effect 
would  be  to  markedly  reduce  the  floods  in  the  Oliio  Eiver  above  their 
points  of  entrance.  The  estimates  for  Evansville  and  Mount  Vernon 
are  therefore  given  without  taking  account  of  such  effects. 

At  EvansmUe,  Ind. — The  danger  line  at  Evansville  is  35  feet,  equiv- 
alent to  a  flow  of  390,000  cubic  feet  per  second.     Tliis  is  exceedingly 


WATER   CONSERVATION    AND   FLOOD    PREVENTION 


479 


low  and  does  not  provide  for  as  ^reat  a  flow  as  at  any  other  point 
heretofore  considered  between  Point  Pleasant  and  Evansville.  The 
progress  of  the  floods  of  1907  is  as  follows: 

Estimated  effects  of  storage  on  floods  of  January  and  March,  1907,  at  Evansville,  Ind. — 
Danger  line  35  feet,  equivalent  to  a  flow  of  390,000  seco')id-feet 

FLOOD   OF  JANUARY 


Day. 


Effect  without 
conservation. 


Gauge 

heigut. 


Jan.    3 

4 

5 

6 

7 

8 

<> 

10 

11 

12 

13 

14 

15 

16 

17 

18 

19 

20 

21 

22 

23 

24 

25 

26 

27 

28 

29 

30 

31 

Feb.    1 


Discharge. 


Second-feet 
202,000 
394,000 
480,000 
532,000 
556,000 
556,000 
542,000 
530,000 
506,000 
496,000 
492,000 
500,000 
514,000 
540,000 
570,000 
614,000 
664,000 
692,000 
716,000 
734,000 
754,000 
764,000 
764,000 
760,000 
754,000 
740,000 
710,000 
666,000 
604,000 
514,000 
440,000 
358,000 


Probable  effect  with 
conservation. 


Discharge,     ^^^-^e 


Second-feet. 

201,000 

27.0 

302,000 

31.6 

368,000 

34.1 

408,000 

35.0 

427,000 

36.0 

427,000 

36.0 

416,000 

35.8 

407,000 

35.4 

388,000 

34.8 

371,000 

34.6 

378,000 

34.5 

384,000 

34.7 

394,000 

35.0 

415,000 

35.8 

438,000 

36.5 

471,000 

37.6 

510,000 

38.8 

531,000 

39.6 

550,000 

40.1 

564,000 

40.5 

578,000 

41.0 

587,000 

41.2 

587,000 

42.2 

583,000 

41.1 

578,000 

41.0 

568,000 

40.7 

544,000 

40.0 

511,000 

38.9 

463,000 

37.5 

394,000 

35.1 

338,000 

33.0 

275,000 

30.5 

FLOOD   OF  MARCH 


Mar.  14 
15 
16 
17 
18 
19 
20 
21 
22 
23 
24 
25 
26 
27 
28 
29 
30 
31 


294,000 
430,000 
514,000 
574,000 
614,000 
638,000 
6.50,000 
666,000 
674,000 
676,000 
670,000 
656,000 
638,000 
610,000 
580,000 
532,000 
476,000 
390,000 


232,000 
338,000 
405,000 
452,000 
483,000 
503,000 
516,000 
524,000 
531,000 
533,000 
527,000 
516,000 
503,000 
479,000 
458,000 
421,000 
375.no 
.307,000 


28.5 
33.2 
35.6 
37.1 
38.2 
.38.7 
39.3 
39.5 
39.7 
39.7 
39.6 
39.5 
38.8 
38.1 
37.3 
36.1 
34.5 
32.0 


The  conservation  system  on  the  Ohio  tributaries  entering  above 
Evansville  would  not  have  retained  either  flood  below  the  danger 
line.  It  is  only  fair,  however,  to  call  attention  to  the  fact  that  the 
great  Green  River,  which  pours  enormous  floods  into  the  Ohio  at 
Evansville,  has  not  been  surveyed   for  reservoir  sites  and  in  the 


480 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


above  computations  the  benefits  that  would  be  derived  from  such 
storage  have  not  been  taken  into  account.  Neither  is  the  benefit 
of  storage  on  the  Cumberland,  Tennessee,  and  Wabash  rivers  in- 
cluded in  the  estimate  and  had  their  back-water  effects  on  the  Ohio 
been  decreased  by  conservation  these  two  floods  would  probably 
never  have  reached  the  danger  line  at  Evansville.  Add  to  this  the 
complete  development  of  facilities  on  those  other  Ohio  tributaries, 
like  the  Kentucky,  Muskingum,  Scioto,  and  Miami,  and  the  flood 
problem  at  Evansville  would  be  solved. 

The  conditions  at  Mount  Vernon,  Ind.,  are  so  similar  to  those  at 
Evansville  that  they  constitute  merely  a  repetition.  The  river  was 
above  the  danger  line  from  January  5  to  February  4,  the  highest 
excess  being  13.5  feet.  The  storage  on  the  river  above  would  have 
reduced  this  to  6.3  feet  above  the  danger  line  and,  taking  into  ac- 
count the  factors  above  noted  with  reference  to  the  Cumberland, 
Green,  Tennessee,  and  Wabash  rivers,  it  is  reasonably  certain  that 
the  river  would  never  have  reached  the  danger  line  at  this  point. 

At  Paducah,  Ky.^The  next  point  is  Paducah,  Ky.,  between 
which  and  Mount  Vernon,  Ind.,  enter  the  Wabash,  Tennessee,  and 
Cumberland  rivers.  We  have  not  the  benefit  of  surveys  on  the 
Wabash,  and  therefore  must  leave  it  out  of  consideration  here.  The 
Cumberland  is  also  only  partially  surveyed,  and,  while  there  are 
shown  to  be  available  2,380  square  miles  that  may  absolutely  be 
conserved,  it  does  by  no  means  represent  the  highest  development 
of  conservation  on  the  river.  The  Tennessee  River  has  an  area  that 
may  be  conserved  of  12,800  square  miles.  Therefore,  we  have  in 
the  station  at  Paducah,  Ky.,  tiie  effect  of  a  completing  conserved 
river  in  the  Tennessee,  partially  conserved  in  the  Cumberland  and 
wild  rivers  in  the  Wabash  and  Green.  The  danger  line  at  Paducah 
is  40  feet,  equivalent  to  a  flow  of  830,000  cubic  feet  per  second.  The 
record  oiF  the  floods  of  1907,  and  the  effect  of  such  storage  facihties 
as  have  been  identified,  are  set  forth  in  the  following  table: 

Estimated  effect  of  storage  on  floods  of  January  and  March,  1907,  at  Paducah,  Ky. — 
Danger  line  40  feet,  equivalent  to  a  flow  of  830,000  second-feet 

FLOOD  OF  JANUARY 


Effect  without 
conservation. 

Probable  effect  with 
conservation. 

Gauge 
height. 

Discharge. 

Discharge. 

Gauge 
height. 

Jan.  21                                                                 

39.7 
41.0 
42.3 
43.4 
44.3 
45.0 
45.6 
45  7 
4,5.  6 
45.3 
44.8 
44  3 
43.3 
42.3 
41.4 
40.2 
38.7 

Second-feet. 

820,000 

867,000 

923,000 

970,000 

1,008,000 

1,036,000 

1,062,000 

1,0<)5.000 

1.062.000 

1,048,000 

1,028,000 

1,008,000 

958,000 

923,000 

883,000 

837,000 

783,000 

Second-feet. 
664,000 
702,000 
748,000 
786, 000 
819. 000 
939,000 
860,000 
864,000 
860,000 
849,000 
833,000 
818,000 
776,000 
748,000 
715,000 
678,000 
634,000 

35.3 

22             

36.4 

23               .           

37.7 

24         - 

.3a  7 

25                                                

39.6 

26           .                  

40.2 

27       

40.7 

28                                            

40.9 

29                      

40.7 

30 

40.5 

31                   .                    

40.1 

Feb.  1 

39.6 

2                 .                                

38.4 

3 

37.  7 

4 

36.  8 

5 

35.7 

6 

34.3 

WATER   CONSERVATION    AND   FLOOD   PREVENTION 


481 


Estimated  effect  of  storage  on  floods  of  January  and  March,  1907,  at  Paducah,  Ky. 
Danger  line  40  feet,  equivalent  to  a  flow  of  830,000  second-feet — Continued 


FLOOD  OF  MARCn 


Day. 

Effect  without 
conservation. 

Probable  elTect  with 
conservation. 

h%T     Discharge. 

Discharge. 

Gauge 
height. 

Mar.  20 

39.8 
40.7 
41.4 
41.9 
42.2 
42.3 
42.2 
42.0 
41.5 
40.7 
39.7 

Second-feet. 
820,000 
856,000 
885,000 
905,000 
918.000 
923,000 
918.000 
910,000 
890,000 
856.000 
820,000 

Second-jeet. 
554,000 
683,000 
705,000 
721,000 
7.32,000 
736,000 
732,000 
725,000 
710,000 
682,000 
654,000 

;«.o 

21 

35.9 

22 

3a  6 

23 

37.0 

24 

37.  3 

25 

37.4 

26 

37.3 

27 .       . 

37.1 

28 

3a  7 

29 

Sh.9 

30 

35.0 

No  comment  is  necessary  concerning  the  above  figures. 

At  Cairo,  /Zi^.- -Finally,  the  effect  of  storage  on  these  two  floods 
at  the  mouth  of  the  river  is  shown  in  the  following  table.  It  should 
be  stated  that  these  figures  apply  only  when  the  Mssissippi  is  in 
similar  stage.  A  high  flood  on  the  Mississippi  would  produce  a 
high  stage  along  the  lower  portion  of  the  Oliio,  irrespective  of  flood 
conditions  in  the  Ohio  basin: 


Estimated  effect  of  storage  on  floods  of  January  and  March,  1907,  at  Cairo,  III. — Danger 
line  45  feet,  equivalent  to  a  flow  of  844,000  second-feet 


FLOOD  OF  JANUARY 


Day. 

Effect  without 
conservation. 

Probable  effect  with 
conservation. 

Gauge 
height. 

Discharge. 

Discharge. 

Gauge 
height. 

Jan.  21 

44.8 
4a  4 
47.8 
48.8 
49.6 
50.1 
50.3 
50.3 
50.0 
49.6 
49.2 
48.7 
48.0 
47.2 
46.4 
45.5 
44.3 

Second-feet. 

834,000 

905,000 

967,000 

1,010,000 

1,050,000 

1,074,000 

1,082,000 

1,082,000 

1,068,000 

1,050,000 

1,030,000 

1,008,000 

976,000 

940,000 

904,000 

865,000 

814,000 

Second-feet. 
676,000 
735,000 
784,000 
819,000 
852,000 
873,000 
879,000 
879.000 
868,000 
852,000 
835,000 
819,000 
791,000 
762,000 
734,000 
701,000 
660,000 

40.8 

22 

42.3 

23                                                          .... 

43.5 

24 

44.4 

25 

45.1 

26 

45.6 

27 

45.8 

28 

45.8 

29 

45.5 

30 

45.1 

31 

44.8 

Feb.   1 

44.4 

2 

43.7 

3 

43.0 

4 

42.3 

5                                                

41.4 

6 

40.4 

FLOOD  OF  MARCH 


Mar.  21 

44.9 
45.5 
45.9 
46. 1 
46.1 
4a  0 
45.8 
45.5 
45.1 
44.5 

840,000 
865,000 
883,000 
893,000 
893,000 
887,000 
880,000 
865,000 
848,000 
822,000 

670,000 
690,000 
704,000 
712,000 
712.000 
707,000 
701,000 
690,000 
676,000 
655,000, 

40.7 

22  .                            

41.3 

23 

41.6 

24 

41.8 

25                                 

41.8 

26  .                             

41.7 

27                                 

41.5 

28                                 

41.3 

29 

40.9 

30 

40.4 

482  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

CONCLUSIONS    CONCERNING    FLOOD    ABATEMENT 

In  the  foregoing  pages  the  effect  of  conservation  reservoirs  in  reduc- 
ing the  height  of  floods  at  numerous  pomts  along  the  Ohio,  from  Pitts- 
burg to  Cairo,  has  been  reviewed.  In  making  the  computations  of  such 
effects  certain  legitimate  allowances  favorable  to  the  conservation 
scheme  have  pm'posely  been  omitted.  The  test  of  the  reservohs  has 
been  made  without  giving  them  the  advantage  of  these  allowances 
in  the  computations.  Occasional  reference  has  been  made  to  them 
in  the  text.  It  has  been  necessary  to  include  rivers  on  which  no 
information  concerning  conservation  possibilities  is  obtainable  and 
other  rivers  concerning  which  such  information  is  not  complete. 
Advantage  has  not  been  taken  in  the  computations  of  the  fact  that 
the  proposed  reservoirs  will  conserve  the  torrential  flow  from  each 
basin  and  leave  mn-egulated  the  lower  and  more  moderate  portions. 
The  figiu"es  have  been  based  solely  on  proportionate  areas,  conserved 
and  unconserved.  All  these  disadvantages  have  been  accepted  freely 
and  the  test  has  been  applied  to  the  conditions  arising  in  two  floods 
along  the  Ohio,  the  greatest,  with  one  exception,  in  a  quarter  of  a  cen- 
tury.    What  are  the  results  ? 

It  has  been  shown  that  the  flood  height  in  all  cases  would  be  either 
reduced  below  the  danger  line  or  would  exceed  the  danger  line  by  so 
small  an  amount  that  the  use  of  any  one  of  the  allowances  above  men- 
tioned would  give  complete  abatement  throughout  the  length  of  the 
river.  It  is  impossible  to  draw  any  other  conclusion  from  the  data 
presented.  The  situation  merits  further  consideration  and  examina- 
tion as  a  part  of  the  proposed  government  policy  with  reference  to 
inland  waters. 

EFFECT  OF  STORAGE  ON  NAVIGATION 

In  the  previous  pages  the  effects  of  withholding  a  part  of  the  flood 
waters  from  the  Ohio  River  dming  flood  seasons  have  been  considered. 
We  will  now  consider  the  effects  of  allowing  this  water  to  discharge  into 
the  river  during  the  low-water  seasons  for  the  benefit  of  navigation. 
For  this  purpose,  sections  along  the  river  have  been  selected,  and  the 
effect  of  the  discharge  of  stored  water  under  varying  conditions  has 
been  computed.  For  the  sake  of  brevity,  no  attempt  will  be  made 
here  to  explain  the  interesting  methods  by  which  such  results  were 
arrived  at,  but  the  facts  will  be  given  in  the  following  table.  The 
first  column  of  the  table,  entitled  "Increase  of  stage,  feet,"  means 
the  amount  that  the  stage  would  be  increased  above  the  low-water 
stage.  The  second  column,  entitled  "Flow  required,"  is  merely  a 
rating  of  the  section  showing  what  amount  of  water  would  be 
necessary  to  increase  the  stage  at  said  section  a  stated  number  of  feet. 
The  last  three  columns  in  the  table  give  the  number  of  days  that  the 
flow  from  the  reservoirs  would  maintain  a  stated  increase  of  stage, 
the  figures  being  based  on  full,  three-fourths  full,  and  half-full  reser- 
voirs. This  latitude  of  reservoirs  is  included  because  it  is  conceivable 
that  there  are  some  years  during  which  the  reservoirs  would  not 
be  completely  filled,  although  it  is  hardly  conceivable  that  there 
would  be  any  year  that  they  would  not  be  considerably  more  than 
half  full. 


WATER  CONSERVATION    AND   FLOOD   PREVENTION 


483 


Assuming  now  that  the  low-water  period  is  three  months,  or  ninety 
days,  long,  the  Pittsbm-g  table  shows  that,  with  full  reservoirs,  an  addi- 
tional 4-foot  stage  could  be  maintained  at  Pittsbm-g  for  eighty-seven 
days,  or  practically  the  tlu-ee  months.  Of  course,  in  the  actual  manip- 
ulation of  such  reservou's,  they  would  not  be  called  upon  to  deliver 
their  water  in  this  way.  To  maintain  a  certain  stage  in  the  river  it 
would  be  necessary  to  start  with  only  a  small  amount  of  water,  because 
the  ordinary  stage  of  the  river  would  depart  from  the  requhed  stage 
only  gradually,  and  this  amount  of  water  necessary  to  maintain  that 
stage  would  therefore  increase  to  the  maximum.  The  facts  at  com- 
mand and  the  space  in  this  report  are  not  sufficient  to  permit  the  mak- 
ing of  a  critical  estimate  of  this  amount.  Therefore  the  figures  in  the 
following  table  are  given  in  their  present  form  merely  to  show  the 
great  possibilities  of  assisting  navigation  with  stored  water.  The  final 
working  out  of  the  matter  involves  considerable  labor  as  well  as  the 
minute  study  of  the  channel  capacity  from  Pittsburg  to  Cairo. 

Increase  of  stage  of  Ohio  River  and  duration  of  same  at  stated  sections,  resulting  from 
release  of  stored  waters  during  ths  low-water  season 


PITTSBURG, 

PA. 

Increase 

Flow  re- 

Duration of  stage  (days). 

Reservoirs 

of  stage. 

quired. 

Reservoirs 

three- 

Reservoirs 

full. 

fourths 
full. 

half  full. 

Feet. 

Second-feet. 

1.0 

6,400 

407 

305 

203 

2.0 

13,600 

191 

143 

96 

3.0 

21,400 

121 

91 

60 

4.0 

29,700 

87 

66 

44 

5.0 

38, 400 

68 

51 

34 

6.0 

47, 400 

55 

41 

27 

BEAVER  DAM,  PA. 


1.0 

3,000 

880 

660 

440 

2.0 

6,400 

412 

309 

206 

3.0 

10,600 

249 

187 

124 

4.0 

15,400 

171 

128 

86 

5.0 

20,800 

127 

95 

63 

6.0 

26,800 

97 

73 

49 

WHEELING,  W 

.  VA. 

1.0 

2,560 

1,318 

988 

659 

2.0 

5,700 

592 

444 

296 

3.0 

9,540 

354 

265 

177 

4.0 

14,790 

228 

171 

114 

.5.0 

21,430 

157 

118 

79 

6.0 

28,800 

117 

88 

59 

7.0 

36,300 

93 

69 

46 

8.0 

43,820 

77 

57 

38 

PARKERSBURG, 

W.  VA. 

1.0 

3,770 

1,090 

818 

545 

2.0 

8,470 

486 

364 

243 

3.0 

14,870 

276 

207 

138 

4.0 

22,270 

185 

138 

92 

5.0 

30,270 

136 

102 

68 

6.0 

39,070 

105 

79 

53 

7.0 

47,870 

86 

64 

43 

8.0 

57,270 

72 

54 

36 

484 


REPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 


Increase  of  stage  of  Ohio  River  and  duration  of  same  at  stated  sections,  resulting  from 
release  of  stored  waters  during  the  low-water  season— Continued 

POINT  PLEASANT,  W.  VA. 


Increase 

Flow  re- 

Duration of  stage  (days).         j 

Reservoirs 

of  stage. 

quired. 

Reservoirs 

three- 

Reservoirs 

full. 

fourths 
full. 

half  full. 

Feet. 

Second-feet. 

2.0 

11,600 

718 

539 

359 

4.0 

24, 100 

346 

259 

173 

6.0 

37,800 

220 

165 

110 

8.0 

52,300 

159 

119 

80 

10.0 

67,300 

124 

93 

62 

12.0 

82,300 

101 

76 

50 

HUNTINGTON,  W.  VA. 


2.0 

9,700 

914 

686 

457 

4.0 

20,500 

432 

324 

216 

6.0 

32, 600 

272 

204 

136 

8.0 

45,700 

194 

145 

97 

10.0 

60,200 

147 

111 

74 

12.0 

76,000 

117 

88 

58 

CATLETTSBURG,  W.  VA. 


2.0 

10,500 

1,016 

762 

508 

4.0 

22,400 

476 

357 

238 

6.0 

35,400 

302 

227 

151 

8.0 

49,400 

216 

162 

108 

10.0 

64,500 

165 

123 

83 

12.0 

79,800 

134 

100 

67 

14.0 

95,800 

111 

83 

56 

16.0 

111,800 

95 

72 

48 

PORTSMOUTH,  OHIO 


2.0 

8,200, 

1,302 

976 

651 

4.0 

18,000 

593 

444 

296 

6.0 

28,600 

373 

279 

186 

8.0 

40,200 

266 

200 

133 

10.0 

52,600 

203 

152 

101 

12.0 

65,800 

162 

122 

81 

14.0 

79, 400 

134 

100 

67 

16.0 

93,000 

115 

86 

57 

18.0 

107,000 

100 

75 

50 

CINCINNATI,  OHIO 


2.0 

8,800 

1,262 

947 

631 

4.0 

18,300 

607 

455 

304 

0.0 

29,500 

377 

282 

188 

8.0 

41,800 

266 

200 

133 

10.0 

55,000 

202 

152 

101 

12.0 

69,300 

160 

120 

80 

14.0 

84,300 

132 

99 

66 

16.0 

99,300 

112 

84 

66 

18.0 

114,300 

97 

73 

49 

LOUISVILLE,  KY. 


2.0 

19,200 

640 

480 

320 

4.0 

55, 400 

222 

166 

111 

6.0 

111,900 

110 

82 

55 

8.0 

181,900 

68 

51 

34 

WATER   CONSERVATION    AND   FLOOD   PREVENTION 


485 


Increase  of  stage  of  Ohio  River  and  duration  of  same  at  stated  sections,  resulting  from 
release  of  stored  waters  during  the  low-water  season — Continued 


EVANSVILLE, 

IND. 

Increase 

Flow  re- 

Duration of  stage  (days). 

Reservoirs 

of  stage. 

quired. 

Reservoirs 

three- 

Reservoirs 

full. 

fourths 
full. 

half  full. 

Feet. 

Second-feet. 

2.0 

9,000 

1,354 

1,015 

677 

4.0 

18,000 

683 

512 

341 

6.0 

28,000 

439 

329 

219 

8.0 

39,000 

315 

236 

158 

10.0 

50,500 

243 

182 

122 

12.0 

63,500 

193 

145 

97 

14.0 

78.000 

157 

118 

79 

16.0 

94,000 

136 

102 

68 

18.0 

112,000 

110 

81 

55 

PADUCAH,  KY. 


2.0 

23,000 

1,008 

801 

534 

4.0 

52,000 

414 

310 

207 

6.0 

81,000 

266 

200 

133 

8.0 

111,000 

196 

147 

98 

10.0 

141,000 

153 

114 

76 

12.0 

171,000 

126 

94 

63 

14.0 

201,000 

107 

81 

54 

16.0 

232,000 

93 

70 

46 

18.0 

266,000 

«i 

61 

40 

The  facts  in  the  above  table  indicate  that  while  it  is  not  possible 
to  maintain  a  9-foot  stage  from  Pittsburg  to  Cairo  with  reservoirs 
alone,  such  stage  can  be  maintained  along  the  flatter  portions  of  the 
river,  especially  those  below  Huntington,  W.  Va.,  except  at  steep 
points  like  the  Louisville  Falls,  where  canalization  is  necessary. 
These  facts  are  particularly  important  in  view  of  the  report  of  the 
Advisory  Board  of  Engineers  concerning  future  navigation  improve- 
ments on  the  Ohio  River,  which  has  recently  been  presented.  The 
author  of  the  present  report  is  not  informed  concerning  the  specific 
recommendations  made  by  said  Board,  but,  in  view  of  the  showing 
made  in  the  above  table,  he  contends  that  no  settled  policy  wdth 
reference  to  navigation  improvements  in  the  Ohio  should  be  deter- 
mined on  until  these  possibilities  are  taken  into  account.  Of  course, 
it  will  be  necessary  to  canalize,  especially  in  the  upper  portion  of 
the  river;  but  it  is  claimed  as  a  result  of  these  investigations,  that 
it  is  unnecessary  to  place  a  continuous  line  of  locks  and  dams  from 
the  head  to  the  foot  of  the  river  in  order  to  insure  a  9-foot  stage  at 
all  periods  of  the  year.  The  money  that  would  be  expended  on 
some  of  these  locks  and  dams  might  be  used  to  better  purpose  in  the 
highland  tributaries  of  the  river  for  the  construction  of  storage 
reservoirs. 

Having  now  considered  the  possibilities  of  conservation  in  that 
portion  of  the  drainage  area  of  Ohio  River  which  has  been  properly 
surveyed,  and  the  effect  of  this  conservation  on  floods  and  navigation 
in  the  Ohio,  let  us  consider  whether  or  not  the  scheme  is  experi- 
mental or  whether,  after  all,  the  effects  have  been  actually  demon- 
strated in  practice. 


486  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

There  is  in  Russia  at  the  head  of  the  Volga  and  Mtsa  rivers  a  great 
system  of  reservoirs  that  is  devoted  to  purposes  of  flood  prevention 
and  the  maintenance  of  low-water  navigation.  The  two  rivers  have 
their  sources  in  the  same  region,  but  flow  in  opposite  directions.  The 
country  is  flat  and  wooded,  and  dotted  with  numerous  lakes,  which 
provide  excellent  facilities  for  storing  flood  waters.  A  great  reservoir 
system,  therefore,  was  developed  by  the  Government,  an  excellent 
description  of  which,  together  with  its  effects,  appears  in  the  report  of 
Maj.  H.  M.  Chittenden,  U.  S.  Engineers,  entitled  "Reservoir  sites  in 
Wyoming  and  Colorado,"  House  Document  No.  141,  Fifty-fifth  Con- 
gress, second  session,  pp.  36  and  37,  from  which  the  following  extracts 
are  taken : 

These  reservoirs  store  about  35,000,000,000  cubic  feet  of  water  in  all,  of  which 
20,000,000,000  can  be  used  in  the  Volga  and  20,000,000,000  can  be  turned  in  the  other 
direction,  there  being  apparently  a  storage  of  about  five  or  six  billions  that  can  be  used 
in  either  direction.  The  largest  and  most  important  of  these  reservoirs,  and  one  of  the 
largest  in  the  world  in  point  of  capacity,  although  insignificant  in  depth  and  containing 
dam,  is  the  Verkhnevoljsky  reservoir.  So  slight  is  the  fall  of  the  stream  in  this  region 
that,  although  the  dam  produces  a  maximum  elevation  of  water  surface  at  its  site  of 
only  about  17.5  feet,  the  water  backs  up  a  distance  of  about  60  miles  and  includes 
several  lakes.  The  low-water  season  capacity  of  this  reservoir  is  about  14,000,000,000 
cubic  feet,  and  the  average  season  storage  is  much  greater.  Its  effect  upon  the  low- 
water  flow  of  the  river  below  the  dam  is  to  raise  its  normal  surface  2.8  feet  at  Rjef,  96 
miles  below;  1.4  feet  at  Tver,  the  mouth  of  the  Tvertsa,  212  miles  below,  and  0.14  feet 
at  410  miles  below.  At  the  mouth  of  the  Tvertsa  the  storage  of  the  Zavodsky  reservoir 
comes  in  and  helps  out  navigation  below.  The  total  navigable  distance  on  the  Volga 
over  which  the  beneficial  influence  of  these  reservoirs  is  felt  is  upward  of  450  miles. 

On  the  Msta  slope  there  are  no  fewer  than  10  important  reservoirs,  all  of  them  being 
on  the  sites  of  natural  lakes,  the  total  storage  aggregating  about  14,000,000,000  cubic 
feet.  Aa  already  stated,  about  6,000,000,000  cubic  feet  of  storage  which  really  lies  on 
the  Volga  slope,  including  the  Zavodsky  reservoir,  formerly  was  and  still  can  be  turned 
into  the  Baltic  drainage.  This  entire  system  of  summit  reservoirs  that  can  be  used  to 
feed  the  Msta  is  called  the  Vychnevolotsky  system.  It  affords  material  improvement 
to  the  navigable  condition  of  Msta  and  Volkhoff  rivers  during  the  period  of  low  water. 

The  system  of  reservoirs  above  described  is  certainly  a  great  success,  and  upon  it 
depends  much  of  the  prosperity  of  the  surrounding  country.  It  is  probably  the  most 
complete  example  in  the  world  of  the  joint  results  of  flood  prevention  and  the  improve- 
ment of  navigation  produced  by  artificial  reservoirs.  It  has  an  importance,  however, 
which  it  could  not  have  in  this  country,  even  with  equal  physical  advantages,  for  rail- 
roads here  do  a  far  greater  proportion  of  the  transportation  business  than  in  Russia. 
But  the  example  shows  how  far  favorable  natural  conditions  can  be  made  to  improve 
the  low-water  conditions  of  streams. 

For  a  partial  demonstration  of  the  effectiveness  of  the  reservoir 
method,  reference  is  made  to  the  conditions  at  the  head  of  Mississippi 
River.  Here  only  a  part  of  the  possible  reservoir  development  has 
been  made,  but  even  this  appears  to  have  been  eminently  successful, 
as  may  be  shown  by  a  reading  of  the  report  of  a  board  of  United 
States  engineers,  consisting  of  Maj.  H.  M.  Chittenden,  Maj.  Charles 
L.  Potter,  and  Capt.  W.  B.  Judson  (Report  of  Chief  of  Engineers,  U. 
S.  Army,  1906.)  If  anything,  in  addition  to  that  which  has  been 
given  in  previous  pages,  is  needed  to  prove  the  usefulness  of  reservoir 
systems,  a  perusal  of  this  report  will  fulfill  all  demands.  Here  is 
a  system  constructed  primarily  for  the  benefit  of  navigation;  flood 
prevention  was  not  contemplated,  yet,  the  success  of  the  system  in 
preventing  floods,  save  in  a  few  particular  and  unusual  situations,  is 
as  great  as  the  success  in  navigation.  The  5  reservoirs  making  up 
this  system  have  a  total  capacity  of  over  90,000,000,000  cubic  feet, 
and  will  conserve  the  annual  flow  from  4,250  square  miles  of  drainage 


WATER   CONSERVATION    AND   FLOOD   PREVENTION  487, 

area,  except  in  extremely  wet  years.  In  fact,  during  only  one  year 
in  the  past  twenty  has  there  been  sufficient  run-off  to  more  than  fill 
these  reservoirs.  The  effects  on  navigation  are  unmistakable,  and 
by  a  further  development  of  the  storage  facihties  in  the  States  of 
Mimiesota  and  Wisconsin  the  capacity  could  probably  be  increased 
to  175,000,000,000  cubic  feet.  Therefore,  the  effects  of  these  reser- 
voirs, as  beneficial  as  they  are  shown  to  be  along  the  ^lississippi  in 
Minnesota,  do  not  represent  the  highest  possibility  of  such  develop- 
ment. 

With  reference  to  their  usefulness  in  preventing  floods,  objection 
has  been  made  that  their  effect  is  almost  inappreciable  at  St.  Paul 
and  totally  obliterated  at  Lake  Pepin.  This  might  have  been  pre- 
dicted from  the  first.  The  reservoirs  conserve  only  11.8  per  cent  of 
the  total  drainage  area  above  St.  Paul,  and  therefore,  broadly  speak- 
ing, the  severity  of  the  floods  at  St.  Paul  will  be  decreased  only  in  like 
proportion.  There  is  a  drainage  area  between  the  reservoirs  and 
St.  Paul  sufficiently  large  to  provide  at  times  a  flood-producing  run-off. 
Of  course,  this  also  remains  true  for  the  river  below  St.  Paul;  at 
Winona,  ^Minn.,  for  example,  the  proportion  of  conserved  area  to  the 
total  drainage  area  is  only  7.3  per  cent.  Therefore,  the  complaint 
above  noted  appears  to  arise  from  a  lack  of  consideration  of  the 
facts.  No  one  expects  to  obHterate  floods  if  only  11  or  12  per  cent 
of  the  area  is  under  control.  This  is  well  illustrated  by  the  state- 
ment of  the  engineering  board  above  mentioned  in  its  demonstra- 
tion that  the  reservoir  system  was  not  responsible  for  the  great 
flood  of  1905  at  Aitldn,  Minn.     The  follo\ving  quotation  is  pertinent: 

In  the  first  place,  it  may  be  stated  that  the  drainage  area  above  Pine  Knoll,  exclud- 
ing that  of  the  4  reservoirs  above  Aitkin,  is  large  enough  to  produce  a  flood  at  Aitkin 
in  times  of  excessive  rainfall  if  not  a  drop  of  water  were  coming  from  the  reservoirs. 
This  area  is  about  2,250  square  miles,  and  includes  several  streams  like  the  Prairie, 
Swan,  and  Willow  livers.  To  produce  a  high  flood,  say  12,000  cubic  feet  per  second 
at  Aitkin,  would  require  only  about  5  cubic  feet  per  second  per  square  mile,  a  figure 
undoubtedly  reached  in  times  of  heavy  and  continuous  rainfall.  [Report  of  Chief 
of  Engineers,  1906,  Part  2,  p.  1459.] 

COST  OF  THE  BESEBVOIR  SYSTEM 

It  will  be  impossible  to  give  precise  facts  concerning  the  cost  of 
the  proposed  conservation  system.  Such  an  estimate  would  require 
a  minute  examination  of  all  the  physical  conditions  and  a  valuation 
of  the  property  to  be  submerged.  Relative  figures,  based  upon  the 
cost  of  construction  of  similar  reservoirs  in  other  places,  are  the  best 
that  can  be  given  at  the  present  time.  It  should  be  emphasized  that 
this  is  not  a  final  estimate,  and  a  detailed  investigation  might  serve  to 
reduce  or  increase  the  amount  submitted.  The  cost  of  the  different 
reservoirs  per  unit  capacity  will  depend  principally  upon  the  value  of 
the  land  to  be  submerged.  A  large  part  of  that  covered  by  the  pro- 
posed system  has  only  nominal  value.  On  the  other  hand,  some  of  it 
IS  good  agricultural  land,  while  in  a  few  locations  there  are  coal 
deposits.  Many  of  these  will  be  worked  out  in  a  few  years.  Explora- 
tion of  the  coal  region  shows  that  by  far  the  greater  part  of  the  coal 
lies  above  the  proposed  flow  lines. 

We  will  use  as  a  standard  of  comparative  costs  97  artiflcial  storage 
reservoirs  of  various  sizes  that  have  been  erected  in  America,  Europe, 


488 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


India,  and  other  places  or  which  have  been  projected  for  erection, 
with  costs  carefully  estimated.  Such  a  comparison  is,  of  course, 
merely  relative  and  too  great  weight  should  not  be  given  to  it;  yet, 
inasmuch  as  a  wide  variety  of  conditions  is  covered  by  these  reservoirs 
and  the  costs  thereof  vary  according  to  such  conditions,  it  may  be 
expected  that  the  reservoirs  contemplated  in  this  ]Daper  will  approxi- 
mate in  some  degree  those  costs,  and  the  estimate  will  have  the  advan- 
tage of  being  based  on  work  actually  achieved  or  which  has  had  the 
minute  study  of  competent  engineers. 

It  has  been  found  from  an  examination  of  these  figures  and,  indeed, 
it  is  a  matter  of  common  observation  among  engineers,  that  the 
greater  the  capacity  of  any  reservoir,  the  smaller  the  cost  per  unit 
capacity.  Classifying  these  capacities  and  determining  the  cost  per 
cubic  foot  per  second  per  year  we  have  the  following  statement: 


Capacity  in  millions  of  cubic  feet. 


Cost  per 
second- 
foot  per 
year. 


Number 
of  reser- 
voirs. 


Less  than  10.. 

10  to  50 

50  to  100 

100  to  500 

500  to  1,000.... 
1,000  to  10,000. 
10,000  to  20,000 
Over  20,000... 


8118,666 

112, hOO 

79,417 

36,495 

20,775 

7,047 

1,664 

1,210 


Examination  of  the  various  items  making  up  each  class  in  the 
above  table  shows  that  they  are  fairly  uniform  and,  save  for  an 
exceptional  entry  here  and  there,  there  are  no  unusually  wide 
departures.  The  averages  in  each  class  are  justly  representative  of 
the  class. 

We  will  now  consider  the  cost  of  the  reservoirs  specified  in  tables 
previously  given.  There  are  in  the  proposed  system  two  reservoirs 
of  capacity  of  500  to  1,000  million  cubic  feet.  The  foregoing  table 
shows  that  such  reservoirs  cost  $20,775  per  second-foot  yield. 
Multiplying  the  yield  of  each  of  the  two  reservoirs  above  noted  by 
$20,775  the  result  is  $1,050,000.  Following  the  same  process 
throughout  the  entire  system,  we  secure  the  following  statement: 

Estimated  cost  of  reservoirs  shown  in  proposed  system 


Number  of  reservoirs. 

Capacity  in  mil- 
lions of  cubic  feet. 

Estimated 
cost. 

2 

.500  to  1,000 

1.000  to  10,000 

10,000  to  20,000.... 
Over  20,000 

SI, 050,000 
5.3,784,000 
12,545,000 
57,840,000 

52  

15 

31   

100                       

125,219,000 

At  first  glance  the  costs  above  suggested  seem  large,  but  there  are 
two  considerations  which  will  ameliorate  the  severity  of  the  first 
impression.  The  first  is  that  the  cost  for  such  a  reservoir  system  will 
be  progressive.  The  scheme  involved  is  not  one  that  can  or  should 
be  carried  out  at  one  fell  swoop,  but,  on  the  contrary,  it  forms  the 
nucleus  of  a  policy  which,  if  adopted,  could  be  the  guide  to  Govern- 


WATER   CONSERVATION    AND   FLOOD    PREVENTION  489 

ment  expenditures  in  future  years.  The  Government  will  probably 
expend  an  equivalent  sum  of  money  for  some  form  of  improvement 
in  the  Ohio  basin  during  the  next  twenty  years,  and  therefore  the 
real  question  to  be  faced  is  whether  the  money  shall  be  expended  for 
permanent  improvements  in  the  shape  of  reservoir  construction  or 
shall  be  expended  for  canalization  and  for  temporary  expediencies, 
such  as  dredging.  After  all,  it  comes  down  to  a  question  of  which  is 
the  best  way  to  expend  a  given  sum  of  money. 

The  second  feature  to  be  taken  into  consideration  is  that  the  value 
of  any  project  is  not  determined  by  the  amount  of  money  used  in  its 
construction,  but  by  the  final  utility  of  the  project.  If  the  value  of 
the  proposed  system  be  placed  alongside  the  total  cost  for  construc- 
tion, assuming  the  above  estimate  to  be  fairly  representative,  it  will 
be  seen  that  the  scheme  may  be  cited  as  a  "gilt  edged"  investment. 
Some  of  the  values  resulting  from  the  construction  of  the  proposed 
reservoir  system  have  been  cited  in  previous  pages.  They  may  be 
classed  as  follows: 

1.  Benefits  to  navigation. — The  reservoir  system  will  make  the 
construction  of  many  of  the  proposed  dams  along  the  Ohio  unneces- 
sary. These  dams  will  cost  over  $1,000,000  each.  The  effective 
cost  of  the  reservoir  system  will  therefore  be  reduced  by  an  amount 
equivalent  to  the  cost  of  the  locks  and  dams  that  it  would  be  neces- 
sary to  construct  in  the  Ohio  if  said  reservoir  system  were  not  installed. 
Again,  navigation  on  all  the  conserved  tributaries  will  be  improved, 
and  many  costly  proposed  improvements  on  said  tributaries  will  be 
rendered  unnecessary.  Tennessee  River,  for  example,  between 
Riverton  and  the  mouth  would  be  converted  into  a  great  navigable 
highway,  with  a  guaranteed  9-foot  channel.  The  upper  sections  of 
the  river  would  be  similarly  benefited.  The  cost  of  the  proposed 
improvements  in  these  tributaries,  made  unnecessary  by  the  reservoir 
system,  should  be  credited  to  said  system,  thereby  reducing  its  effec- 
tive cost.  Because  the  author  is  not  in  possession  of  the  late  report 
concerning  canalization  of  the  Ohio,  he  is  unable  to  venture  an  opinion 
concerning  the  amount  of  money  which  should  be  credited  to  the 
reservoir  system  by  reason  of  the  above  considerations. 

2.  Benefits  arising  from  flood  prevention. — This  is  a  vast  item — no 
definite  estimates  can  be  made.  An  estimate  of  the  damage  caused 
by  the  January  and  March  floods  of  1907,  compiled  from  local  reports 
along  the  valley,  amounted  to  more  than  .$100,000,000.  This  esti- 
mate included  destruction  of  real  and  personal  property  and  inter- 
ruption of  trade,  but  did  not  include  depreciation.  This  is  the  most 
serious  of  all  flood  losses.  Trade  can  be  recovered,  buildings  can  be 
restored,  and  commodities  can  be  replaced,  but  the  depreciation  of 
real  property  or  the  stalling  of  its  development  by  reason  of  flood 
menace  is  a  factor  that  will  persist  as  long  as  floods  are  imminent. 
The  ultimate  loss  is  far  greater  than  all  the  other  factors  of  flood 
damage.  The  proprietor  of  a  great  manufacturing  establishment  on 
the  banks  of  the  Ohio,  in  discussing  with  the  wTiter  the  value  of  the 
deep  waterways  movement,  stated  that,  so  far  as  the  real  interests 
of  his  company  are  concerned,  the  desirability  of  the  proposed  9-foot 
channel  is  not  to  be  compared  with  the  need  for  flood  relief.  He 
said,  in  effect: 

We  can  prosper  without  the  water  transportation,  but  we  can  not  withstand  the  flood 
losses.     If  floods  persist  we  must  move. 

31673— S.  Doc.  325,  GO-1 32 


490  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

WATER   POWER 

If  any  method  can  be  devised  by  which  the  United  States  Govern- 
ment can  reahze  a  fair  return  on  the  additional  water  power  created 
by  the  proposed  storage  system,  the  entire  cost  of  the  reservoirs  will 
be  returned  to  the  Treasury.  Charges  for  the  power  need  be  main- 
tained only  until  the  cost  of  the  system  of  reservoirs  has  been  repaid, 
after  which,  if  it  be  determined  wise,  the  water  rights  can  be  turned 
over  to  the  water  users,  after  the  manner  prescribed  in  the  reclama- 
tion act  of  1902.  Let  us  consider  some  of  the  possibilities  of  power 
production : 

The  total  fall  in  the  Ohio  at  Louisville  is  said  to  be  about  27  feet. 
A  large  part  of  this  fall  is  obliterated  during  flood  seasons,  especially 
when  such  floods  involve  the  Wabash,  Cumberland,  and  Tennessee 
rivers,  as  well  as  some  of  the  tributaries  entering  the  Ohio  above 
Louisville.  It  has  been  estimated  that  if  the  tributary  basins  were 
conserved  up  to  their  maximum  the  fall  at  Louis\dlle  would  be  at 
least  22  feet.  For  purposes  of  safety  we  will  consider  only  18 
feet  available.  Now,  the  capacity  of  the  reservoirs  proposed  in  tliis 
paper,  on  the  Ohio  tributaries  above  Louisville,  is  such  as  to  provide 
for  a  flow  at  Louisville  during  six  months  of  the  year  of  67,000  cubic 
feet  per  second.  The  unconserved  drainage  area  above  Louisville 
may  safely  be  expected  to  provide  at  least  an  equivalent  amount 
during  the  remaining  six  months  of  the  year.  Considering  then  an 
assured  flow  of  67,000  cubic  feet  per  second  at  Louisville  and  an  18- 
foot  fall,  there  is  indicated  an  available  horsepower  of  about  110,000. 
This  figure  involves  only  80  per  cent  efficiency  on  power  wheels. 
This  amount,  figured  at  $20  per  horsepower-year,  is  equivalent  to  a  3 
per  cent  income  on  $73,000,000. 

The  value  of  power  on  the  ISIonongahela  dams  has  already  been 
cited,  as  well  as  that  on  the  proposed  Youghiogheny  dams.  An  esti- 
mate is  also  given  on  a  previous  page  of  the  value  of  total  indicated 
horsepower  made  available  by  the  proposed  reservoir  system  in  the 
Great  Kanawha  basin.  Assuming  only  one-half  of  this  available  for 
economic  development,  there  would  be  the  equivalent  of  a  3  per  cent 
income  on  $155,000,000. 

The  Allegheny,  the  Cumberland,  and  especially  the  Tennessee, 
might  be  cited  further,  but  inasmuch  as  this  is  not  a  water-power 
report  the  purpose  of  this  section,  viz,  to  show  the  possibilities  of 
good  returns  on  the  proposed  investment,  will  be  amply  served  by  the 
examples  given. 

In  closing,  the  author  begs  leave  to  state  that  the  determination  of 
the  enormous  water  supply  possibilities  in  the  Ohio  basin,  discussed 
in  previous  pages,  constitutes  a  part  of  the  work  of  the  United  States 
Geological  Survey. 


14.     FUELS  AND  STRUCTURAL  MATERIALS  IN  RELATION 
TO  INLAND  WATER  TRANSPORTATION 


By  Joseph  A.  Holmes 
Chief  Technologist,  U.  S.  Geological  Survey 


LETTER  OF  TRANSMITTAL 

January  27,  1908. 

Sir:  Supplementing  my  letter  of  November  21  in  response  to  a 
letter  of  October  19  from  the  Hon.  Theodore  E.  Burton,  chairman, 
Inland  Waterways  Commission,  I  respectfully  submit  the  accompany- 
ing preliminary  report  by  Mr.  Joseph  A.  Holmes,  expert  in  charge  of 
the  technologic  branch  of  the  Survey,  in  answer  to  Mr.  Burton's 
inquiries  concerning  the  relative  cost  of  available  masonry,  concrete, 
and  reenforced  concrete  for  dams  and  other  engineering  works  in.  the 
United  States,  and  as  to  the  relative  cost  and  efficiency  of  steam 
engines  and  internal-combustion  engines,  with  special  reference  to 
the  various  fuels  accessible  to  and  available  for  navigation  and  indus- 
trial purposes  along  the  lines  of  water  transportation  in  the  United 
States. 

These  inquiries  from  the  chairman  of  the  Inland  Waterways  Com- 
mission are  similar  to  those  which  are  received  at  intervals  from  a 
number  of  other  Government  bureaus  as  well  as  from  persons  in 
charge  of  general  building  and  construction  work  throughout  the 
country. 

All  these  inquiries  illustrate  the  need  for  the  same  information  in 
the  work  of  the  Government,  and  in  the  development  of  the  industries 
of  the  country,  namely:  The  attainment  of  liigher  efficiency  and 
economy  in  the  development  of  power  and  in  the  building  and  con- 
struction work  of  the  country. 

As  illustrating  the  importance  of  these  investigations  I  may  call 
attention  to  the  fact  that  the  expenditures  of  the  Federal  Govern- 
ment for  construction  w^ork  and  for  fuels  now  aggregate  from 
$45,000,000  to  $50,000,000  per  annum;  while  the  expenditures  of 
the  country  for  similar  purposes  are  not  less  than  $2,500,000,000  per 
annum. 

Very  respectfully,  Geo.  Otis  Smith, 

Director. 

The  Secretary  or  the  Interior. 

THE  LNQUIRY 

The  inquiries  concerning  the  relative  cost,  efficiency,  and  avail- 
ability of  masonry,  concrete  and  reenforced  concrete,  brick,  and  tile 
for  use  in  engineering  works,  and  the  relative  advantages  of  steam 
engines  and  internal -combustion  engines  in  utiHzing  the  fuels  for 

491 


492  REPORT  OF   THE   INLAND   WATERWAYS   COMMISSION 

inland  navigation  and  other  purposes,  which  are  discussed  in  this 
prehmiiiary  report  are  set  forth  in  the  following  letter  from  the 
Chairman  of  the  Inland  Waterways  Commission: 

Washington,  D.  C,  October  19,  1907. 
The  Secretary  of  the  Interior. 

Sir:  Pursuant  to  recent  action  by  the  United  States  Inland  Waterways  Commission, 
I  have  the  honor  to  solicit  information  concerning  certain  matters  connected  with 
prospective  improvement  of  the  waterways  of  the  interior,  viz,  the  relative  advantages 
of  concrete  and  stone  construction  for  dams  and  other  engineering  works;  the  relative 
advantages  of  reenforced  concrete  for  such  works,  and  also  for  bridges  over  larger 
streams;  the  relative  cost  of  stone,  ordinary  concrete,  and  reenforced  concrete  con- 
sidered with  special  reference  to  sources  of  materials  in:  (1)  Interior  United  States; 
(2)  the  Rocky  Mountain  region;  (3)  the  Pacific  slope;  and  (4)  the  Atlantic  slope; 
and  the  relative  advantages  of  steam  engines  and  internal  combustion  engines,  with 
special  reference  to  corresponding  sections  of  the  United  States  and  also  to  prospective 
use  in  connection  with  inland  navigation . 

Any  expert  information  on  these  matters  would  be  appreciated,  particularly  along 
the  lines  of  recent  investigation  and  practice  of  those  branches  of  the  Interior  De- 
partment dealing  with,  engineering  works  and  with  testing  of  structural  materials 
and  fuels. 

Yom-s  respectfully,  Theodore  E.  Burton, 

Chairvfian. 

W  J  McGee,  Secretary. 

The  inquiries  of  the  Inland  Waterways  Commission  as  to  the  rela- 
tive advantages,  cost,  and  availability  of  masonry,  concrete,  and 
reenforced  concrete  for  engineering  works,  have  already  been 
answered  in  part  by  the  chief  engineer  of  the  United  States  Reclama- 
tion Service  in  a  letter  addressed  to  the  Hon.  T.  E.  Burton,  chairman 
of  the  Commission,  on  November  26,  1907 — a  copy  of  which  letter  is 
herewith  appended. 

In  answer  to  the  Commission's  further  inquiry  as  to  the  relative 
cost  of  stone,  concrete,  and  reenforced  concrete,  considered  with 
special  reference  to  materials  available  in  different  parts  of  the  coun- 
try, especially  along  the  inland  waterways,  additional  data  are  given 
herewith. 

Concerning  the  relative  advantages  of  steam  engines  and  internal 
combustion  engines  in  utilizing  the  fuels  along  the  inland  waterways, 
for  navigation  and  other  industrial  purposes,  a  brief  statement  is 
given  in  the  latter  half  of  this  report. 

SIMILAR  INQUIRIES   FROM    OTHER  BRANCHES  OF  THE  GOVERN- 
MENT SERVICE 

Both  this  inquiry  and  that  concerning  the  cost  and  availability  of 
masonry,  concrete,  and  reenforced  concrete  are  matters  now  under 
investigation,  and  additional  reports  will  be  submitted  to  the  Com- 
mission from  time  to  time  as  progress  is  made  in  these  investigations. 

In  this  connection  I  may  call  attention  to  the  fact  that  the  prop- 
erties and  especially  the  permanence  of  concrete  and  brick  depend 
so  largely  on  the  character  of  the  materials  used,  that  these  materials 
should  always  be  thoroughly  tested  before  being  used  in  important 
engineering  works.  But  the  determination  of  these  properties  requires 
tests  extending  over  so  long  a  period  of  time — in  some  cases  several 
years — that  in  the  investigations  now  underway  for  the  concrete  and 
brick  we  are  selecting  from  different  parts  of  the  country,  sands, 
gravels,  clays,  and  stone,  which  are  typical  of  extensive  deposits. 


MATERIALS   RELATED   TO   WATER   TRANSPORTATION  493 

And  these  investigations  being  conducted  in  advance  of  the  actual 
construction  work,  will  give  the  information  necessary,  both  for  the 
preliminary  estimates  of  cost  and  for  construction,  without  the  loss 
m  time  which  would  otherwise  intervene  after  the  work  had  been 
decided  upon,  in  any  part  of  the  country. 

Inquiries  similar  to  the  above  are  being  made  from  time  to  time  by 
the  supervising  architect  and  officers  in  charge  of  the  public  build- 
ings of  the  United  States,  by  the  Isthmian  Canal  Commission,  by  the 
Reclamation  Service,  by  the  Bureau  of  Steam  Engineering  and  the 
Bureau  of  Yards  and  Docks  in  the  Navy  Department,  by  the  Corps 
of  Engineers  of  the  Army,  and  other  Government  bureaus,  as  well  as 
by  persons  in  charge  of  State,  municipal,  or  private  construction 
work  or  the  various  industries  throughout  l:he  country. 

All  such  inquiries  illustrate  the  need  for  additional  authentic 
information  based  upon  investigation  and  experience  in  connection 
with  the  materials  available  for  such  construction  w^ork,  or  fuels 
available  for  power  development  in  different  parts  of  the  country. 
They  also  illustrate  the  fact  that  this  additional  information  needed 
in  connection  with  the  w^ork  of  the  Government  is  the  same  as  that 
needed  in  connection  with  the  development  of  the  industries  of  the 
country,  looking  in  every  case  to  the  attainment  of  higher  efficiency 
and  economy  in  the  use  of  available  materials,  whether  it  be  for  power, 
heat  and  light,  or  for  construction. 

It  is  with  a  view^  to  aiding  in  the  solution  of  these  problems  that  the 
Geological  Survey  has  been  authorized  by  Congress  to  investigate 
fuels  and  structural  materials;  and  it  is  hoped  that  from  time  to  time 
as  the  results  of  these  investigations  are  made  public,  that  the  infor- 
mation obtained  for  use  by  the  different  departments  of  the  Govern- 
ment will  also  prove  usefid  in  industrial  development  throughout  the 
country. 

The  expenditures  of  the  Federal  Government  for  construction  work 
and  for  fuels  now  exceed  $45,000,000  per  annum,  while  the  expendi- 
tures of  the  country  for  similar  purposes  will  probabl}^  approximate 
$2,500,000,000  per  annum. 

It  is  believed  that  these  investigations,  which  are  now  being  con- 
ducted under  an  advisory  board  on  which  each  of  these  Government 
bureaus  is  represented,  may  render  practicable  a  saving  to  the  Gov- 
ernment and  to  the  people  of  the  country  a  percentage  on  these  expen- 
ditures which  will  increase  as  the  investigations  are  extended  and  the 
results  become  available. 

STRUCTURAL  MATERIALS  FOR  RIVER  AND  HARBOR  WORK 

In  spite  of  the  fact  that  concrete  is  being  used  to  a  larger  extent 
each  year,  yet  there  are  abundant  evidences  of  the  fact  that  the  engi- 
neering profession  is  still  seriously  in  need  of  information  concerning 
the  character  of  concrete  and  its  behavior  under  tensile  and  com- 
pression strains;  its  behavior,  in  both  cold  and  warm  climates,  in 
river  and  harbor  work  when  exposed  between  high  and  low  w^ater; 
when  exposed  to  the  action  of  organic  or  mineral  acids,  alkalis, 
oils,  etc.;  its  behavior  under  different  electrical  conditions;  and  its 
behavior  under  different  conditions  when  made  up  of  varying  con- 
stituent materials;  the  manner  and  extent  of  the  reenforcing  of  con- 
crete, and  the  percentages  of  the  steel  and  the  distribution  of  the  steel 


494  REPOET    OF   THE   INLAND    WATERWAYS   COMMISSION 

in  the  concrete  mass;  the  action  of  electric  currents  on  this  steel,  and 
on  the  character  and  streno^th  of  the  concrete;  the  manner  and  effect 
of  reenforcement  to  enable  it  to  better  withstand  compressive  stresses ; 
and  finally  the  methods  to  be  adopted  to  make  concrete  impervious 
to  passage  of  water,  whether  or  not  under  pressure. 

These  are  all  matters  of  increasing  importance  in  view  of  the 
extent  to  which  concrete  is  being  used  in  the  building  and  engineering 
work  of  the  country,  under  the  Reclamation  Service,  under  the 
Isthmian  Canal  Commission,  under  the  Corps  of  Engineers  of  the 
Army  (both  for  river  and  harbor  works  and  for  fortifications) ;  under 
the  Supervising  Architect  of  the  Treasury  Department;  under  the 
Bureau  of  Yards  and  Docks  of  the  Navy,  and  other  Government 
bureaus,  as  well  as  in  the  more  varied,  and  in  the  aggregate,  even 
more  extensive  work  of  the  great  railway  systems  and  other  private 
corporations.  State  and  municipal  governments. 

The  extensive  series  of  investigations  made  under  the  technologic 
branch  of  the  Geological  Surve^^  was  begun,  some  of  themj  two,  and 
others  three  years  ago.  In  view  of  the  fact  that  two  years  and  in 
some  cases  more  time  must  elapse  before  concrete  masses  are  thor- 
oughly seasoned,  or  before  dismtegrating  agents  can  have  acted,  the 
results  of  many  of  these  earlier  investigations  are  only  now  becoming 
available  for  use.  One  recent  inquiry  from  the  supervising  architect 
has  required  the  making  of  more  than  600  reenforced  concrete  beams, 
each  13  feet  long;  and  the  testing  of  different  beams  at  intervals  dur- 
ing two  years,  after  they  had  been  seasoned  under  different  conditions. 

Other  investigations  are  now  well  underway,  and  from  time  to 
time  as  these  results  are  available  they  will  throw  additional  light 
upon  a  number  of  problems  mentioned  above,  though  with  the  ap- 
propriation at  the  disposal  of  these  testing  laboratories  it  has  not 
thus  far  been  possible  to  keep  pace  with  the  demand  for  information 
coming  from  these  many  different  sources.  The  Geological  Survey 
is  endeavoring  to  study  with  as  much  detail  as  possible  the  distribu- 
tion of  the  different  materials  of  construction  in  different  parts  of  the 
United  States,  and  the  technologic  branch  of  the  Survey,  as  rapidly 
as  conditions  will  permit,  is  endeavoring  to  determine  the  character 
of  these  different  materials  for  the  Government  buildings  and  en- 
gineering work  which  is  now  under  way  or  contemplated  in  differ- 
ent parts  of  the  country. 

The  information  obtained  in  connection  with  the  continuance  of 
these  investigations  will  have  a  direct  bearing  upon  the  develop- 
ment of  water  transportation  in  the  United  States,  in  at  least  the 
following  ways : 

(1)  It  will  aid  in  engineering  construction  work  of  the  river  and 
harbor  improvements ; 

(2)  It  will  aid  in  the  building  and  construction  work  for  indus- 
trial and  other  developments  along  the  lines  of  water  transportation 
where  these  materials  are  accessible  for  the  cheap  water  transpor- 
tation ; 

(3)  They  will  increase  the  quantity  of  this  transportation,  inas- 
much as  good  clays  for  bricks  and  tiles,  and  good  sands  and  gravels 
suitable  for  concrete  construction  are  abundant  along  nearly  all  the 
inland  waterways.  The  construction  work  along  these  waterways 
usually  calls  for  the  long  distance  shipment  of  only  the  cement, 
which  represents  only  about  one-tenth  of  the  total  weight  of  the 
concrete. 


MATERIALS   RELATED   TO   WATER   TRANSPORTATION  495 

CHARACTER    AND    DISTRIBUTION     OF    MATERIALS    AVAILABLE 
FOR  CONCRETE  CONSTRUCTION  ADJACENT  TO  WATERWAYS 

For  the  making  of  concrete  at  reasonable  cost  we  need  to  have 
available  for  use,  cement,  sand,  and  gravel  or  broken  stone,  all  of 
good  quality.  The  limestones  and  clays  available  for  the  manu- 
facture of  cement  are  so  widely  distributed  in  the  United  States 
that  the  supplies  of  good  cement  shoidd  become  continually  cheaper 
and  more  abundant.  The  supplies  of  sand,  gravel,  and  good  broken 
stone  suitable  for  the  making  of  concrete  are  also  abundant  and 
widely  distributed  throughout  the  United  States,  and  are  especially 
abundant  in  the  regions  bordering  the  navigable  streams  of  the 
continent.  Concrete  is  therefore  destined  to  become  in  the  future 
much  more  largely  than  in  the  past  the  material  used  in  the  con- 
struction of  dams  and  other  engineering  works  for  river  and  harbor 
improvements. 

The  truth  and  importance  of  this  statement  will  be  realized  more 
fully  when  it  is  remembered  that  the  supplies  of  stone  suitable  for 
masonry  work  are  generally  located  in  regions  too  remote  from  our 
navigable  streams  to  permit  of  their  extensive  distribution  through 
water  transportation. 

Concrete  matenals  of  the  Atlantic  seaboard. — Stone,  both  for  masonry 
work  and  for  concrete,  sand,  and  gravel  deposits  are  abundant  along 
the  New  England  coasts,  but  material  for  the  manufacture  of  cement 
is  not  found  in  abundance  north  or  east  of  the  Hudson  River. 

On  the  Hudson,  between  Kingston  and  Albany,  there  are  some 
limestone  outcrops  and  ample  clays  for  the  manufacture  of  cement 
and  brick.  Along  the  Erie  Canal  for  about  one-third  of  its  length 
between  Troy  and  Bufi'alo,  good  cement-making  limestone  is  within 
easy  reach;  while  deposits  of  sand  and  gravel  and  broken  stone  are 
abundant  both  along  the  canal  and  along  the  Hudson  River. 

Portland  cement  materials  of  excellent  quality  are  abundant 
along  the  upper  Delaware  in  the  vicinity  of  Easton  and  at  several 
points  farther  north.  The  old  canal  site  could  be  extended  so  as  to 
draw  cement  and  other  materials  from  the  Lehigh  districts  of  Penn- 
sylvania, and  through  the  improvement  of  the  canal  this  cement 
would  become  available  for  extensive  water  transportation  along 
the  middle  and  south  Atlantic  seaboard. 

In  the  vicinity  of  Norfolk,  Newbern,  and  Wilmington,  Charleston, 
Brunswick,  and  other  points  on  the  Atlantic  seaboard  there  are  in 
places  abundant  Tertiary  marls  and  adjacent  clays  which  appear  to  be 
available  for  the  manufacture  of  cement,  though  no  cement  plants 
exist  at  the  present  time  on  or  near  the  Atlantic  coast  south  of  New 
Jersey. 

On  the  Chattahooche,  Alabama,  and  Tombigbee  rivers,  Tertiary 
limestones  of  excellent  quality  and  nearby  clay  deposits  suitable  for 
cement  manufacture  exist  along  probably  20  per  cent  of  the  navi- 
gable portions  of  these  rivers.  And  with  the  completion  of  the 
Warrior  River  improvements,  cement  materials  can  be  utilized  from 
the  Birmingham  district,  where  cheap  coal  is  also  abundant. 

Mississij^in  River. — On  the  Mississippi  River  below  Cape  Girardeau 
no  limestone  suitable  for  cement  making  has  been  found  accessible  on 
the  river,  but  from  Cape  Girardeau  as  far  north  as  Minneapolis  along 
probably  50  per  cent  of  the  river's  course  limestone  suitable  for 
cement  manufacture  is  exposed  in  the  river  bluffs,  and  cheap  fuel 


496  REPORT    OF   THE   INLAND   WATERWAYS   COMMISSION 

can  be  obtained  by  means  of  river  transportation.  Over  all  this 
upper  portion  of  the  river,  furthermore,  clays  for  the  manufacture 
of  cement,  and  sand  and  gravel  of  excellent  quality  for  concrete  con- 
struction are  abundant.  The  sand  may  usually  be  dredged  from  the 
river's  channel.  Magnesian  limestone  and  sandstone  suitable  for 
concrete  is  found  along  not  less  than  50  per  cent  of  this  portion  of 
the  river's  course. 

On  the  Missouri  River  good  cement  materials  outcrop  from  near 
Kansas  City  to  above  Omaha;  also  from  Yankton  to  points  near 
Pierre,  S.  Dak.  On  the  lower  portion  of  the  Missouri  River  similar 
limestone  occurs  in  the  vicinity  of  St.  Louis,  Sands  of  good  quality 
are  obtained  by  dredging  throughout  all  the  upper  portions  of  the 
river.  Crushed  stone  for  concrete  work  will  probably  be  derived 
from  all  the  limestone  beds. 

The  Tennessee  River  throughout  its  length  from  north  of  Knox- 
ville  to  Paducah,  has  almost  continuously  available  limestone  of 
good  quality  for  use  in  cement  manufacture,  and  the  same  may  be 
said  concerning  the  availability  of  clay  supplies.  Cheap  fuels  for 
cement  manufacture  can  be  obtained  from  Alabama  and  Tennessee. 

Along  the  Ohio  River  from  Pittsburg  to  Ironton  a  few  light  beds 
of  limestone  occur  near  the  river  and  are  used  at  several  points  in 
cement  manufacture.  From  this  point  to  Owensboro,  Ky.,  prob- 
ably one-third  of  the  river's  course  is  bordered  by  limestones  and 
clays  suitable  for  cement.  Sands  and  gravels  occur  in  the  river's 
bed  and  may  be  obtained  by  dredging;  coal  is  obtained  in  Indiana, 
Kentucky,  Ohio,  Pennsylvania,  and  West  Virginia  suitable  for  use 
in  the  manufacture  of  cement. 

The  Illinois  River  is  bordered  at  several  points  in  the  vicinity  of 
La  Salle  and  Utica  by  limestone,  clays,  and  coals  of  good  quality  for 
cement  manufacture;  and  there  are  also  along  its  course  abundant 
supplies  of  sand,  gravel,  and  stone  suitable  for  concrete  construction. 

The  Red  River  and  its  tributaries  northeast  of  Texarkana  passes 
through  extensive  deposits  of  chalk,  which,  in  view  of  the  proximity 
of  clays  and  coals,  can  be  used  even  more  extensively  than  now  for 
cement  manufacture. 

Along  transportation  routes  across  the  Great  Lakes,  limestones 
suitable  for  cement  manufacture  are  found  at  but  few  places.  At 
various  points  on  the  lower  peninsula  of  Michigan,  as  at  Bay  City 
and  Manistee,  near  Detroit,  and  also  near  Sandusky,  Ohio,  lime- 
stone and  marl  and  clays  suitable  for  cement  manufacture  exist; 
and  the  sand  and  gravel  deposits  are  available  in  the  same  region  for 
the  making  of  concrete. 

Pacific  coast. — Along  the  Columbia  River,  sands  and  gravels  and 
stone  for  concrete  work  are  abundant,  but  no  materials  are  found 
suitable  for  the  manufacture  of  cement.  In  Puget  Sound,  on  the 
Orcas,  and  San  Juan  Islands,  limestone  has  been  found  and  suitable 
clays  occur  nearby;  and  in  the  adjacent  regions  of  Washington  and 
British  Columbia  is  abundant  coal  suitable  for  making  cement. 

In  the  vicinity  of  Los  Angeles  arc  several  deposits  of  limestone 
which  are  eminently  suited  to  manufacture  of  cement.  Satisfactory 
clay  deposits  and  cheap  oil  fuel  are  available  and  give  promise  of 
large  development  there  in  the  future,  and  sands  and  gravel  or  stone 
for  concrete  construction  are  easily  obtained. 

At  San  Francisco  the  possibilities  of  cement  manufacture  are  now 
partly  developed,   but  do  not  promise  large  future  developments. 


MATEBIALS  RELATED   TO   WATER   TRANSPORTATION  497 

Sands  and  gravels  are  available  for  concrete  construction.     Broken 
stone  is  also  abundant. 

THE  PURPOSE  AND   PLAN  OF  PENDING  INVESTIGATIONS   OF 
THESE  MATERIALS 

As  indicated  above,  the  primary  purpose  of  the  investigation  of 
structural  materials  now  underwaj^  is  to  obtain  and  to  supply 
such  information  concerning  these  materials  as  is  needed  in  con- 
nection with  the  various  building  and  construction  work  of  the 
Government. 

Attention  was  called  above  to  the  fact  that  considerable  time  is 
required — sometimes  two  or  three  years — for  the  seasoning  of  con- 
crete masses  before  the  series  of  tests  can  be  completed.  It  is  there- 
fore a  part  of  tliis  general  purpose  that  these  investigations  shall  be 
conducted  sufficiently  in  advance  of  the  actual  construction  work  to 
permit  of  our  obtaining  during  tliis  time  results  which  may  be  re- 
garded as  conclusive  before  the  construction  begins. 

The  plan  of  operations  involves:  (1)  Obtaining,  largely  through 
the  cooperation  of  the  geologic  branch  of  the  Survey,  information 
concerning  the  general  distribution  of  the  sand,  gravel  and  stone 
deposits  wliich  appear  to  be  available  for  use  in  connection  wath  this 
work;  (2)  to  select  from  different  parts  of  the  country  nearest  to  the 
places  where  the  officers  of  the  Government  plan  to  do  construction 
or  building  work,  structural  materials  (sands,  gravel,  stone),  w^hich 
are  representative  of  large  deposits  of  material  available  for  this  work; 
(3)  to  test  this  material  not  only  by  a  chemical  and  physical  examina- 
tion of  the  material  itself,  but  also  by  mixing  these  materials  with  a 
typical  cement  and  using  these  mixtures  in  the  making  of  blocks  of 
mortar,  concrete,  and  reenforced  concrete  imder  a  variety  of  condi- 
tions; and  (4)  after  seasoning  these  masses  under  a  variety  of  con- 
ditions, and  for  dift'erent  periods  of  time,  testing  them  from  time  to 
time  in  such  manner  as  will  determine  their  different  properties  and 
their  suitability  for  different  classes  of  construction. 

In  connection  with  the  inaguration  of  any  new  line  of  investiga- 
tions, much  time  is  required  for  the  preliminary  work  of  securing 
adequate  equipment,  in  training  of  experts  to  take  part  in  these 
investigations,  in  determining  exact  methods  wliich  are  to  be  em- 
ployed, and  in  arri\'ing  at  a  certain  degree  of  efficiency  and  certain 
general  conclusions  through  tests  made  with  certain  types  of  materials 
which  are  carefully  selected  for  tliis  purpose.  The  materials  to  be 
investigated  must  then  be  selected  in  sufficient  quantity  (from  1  to  10 
tons  each),  so  that  they  can  be  tested  under  a  sufficient  variety  of 
conditions  to  meet  all  cases  that  are  likely  to  arise. 

These  investigations  were  inaugurated  in  1905;  and  at  the  present 
time  not  only  has  a  large  amount  of  information  been  developed  con- 
cerning the  general  properties  of  concrete  and  reenforced  concrete, 
but  in  addition  to  this  sands,  gravels,  and  stone  have  been  collected 
from  a  number  of  important  localities  where  Government  work  has 
been  planned,  and  concrete  and  reenforced  concrete  made  of  these 
materials  have  been  tested  under  a  variety  of  conditions. 

TISE  OF  CONCRETE  IN  WATERWAY  IMPROVEMENT 

The  results  of  these  investigations  are  now  being  published  as 
rapidly  as  practicable.     Among  the  conclusions  arrived  at,  a  few  are 


498  REPOKT   OF   THE   INLAND   WATERWAYS   COMMISSION 

worthy  of  mention  in  connection  with  the  problems  now  under  con- 
sideration, as  follows: 

1.  The  sand,  gravel  and  stone  suited  for  the  making  of  concrete  are 
so  much  more  generally  available  on  or  near  the  navigable  waterways 
of  the  country  than  is  stone  suited  for  masonry  work,  that  concrete 
is  probably  destined  to  play  an  increasingly^  large  part  in  engineering 
construction  for  the  improvement  of  these  waterways; 

2.  While  future  limited  tests  of  local  material  may  be  needed  as 
preliminary  to  important  local  construction,  yet  these  general  investi- 
gations now  underway  should  settle  all  general  questions  as  to  the 
availability  and  value  of  these  materials  in  advance  of  the  construc- 
tion, thus  avoiding  the  long  delays  otherwise  necessary  for  testing 
work  before  actual  construction  can  be  commenced; 

3.  As  concerns  the  sands,  the  strength  and  density  of  the  mortars 
is  greater  when  the  sand  is  uniformly  graded,  i.  e.,  when  there  is  a 
small  percentage  of  voids ; 

4.  Wliile  probably  no  definite  law  has  yet  been  found  by  means  of 
which  the  strength  of  mortars  or  concrete  using  crushed  stone  screen- 
ings may  be  foretold  from  mechanical  conditions,  nevertheless  the 
same  rule  seems  to  apply  for  crushed  stone  as  for  sands,  i.  e.,  the 
strength  and  density  are  greater  as  the  percentage  of  voids  diminishes. 

Letter  from  the  chief  engineer  of  the  United  States  Reclamation 
Service  as  to  the  relative  advantages  and  cost  of  masonry,  con- 
crete, and  reenforced  concrete: 

November  26,  1907. 
Hon.  T.  E.  Burton, 

House  of  Representatives,  Washington,  D.  C. 

Sir:  By  reference  from  the  Secretary  of  the  Interior  I  have  received  your  letter 
of  November  12,  inclosing  a  letter  framed  by  the  members  of  the  Inland  Waterways 
Commission,  making  certain  inquiries. 

At  my  request  the  Geological  Survey,  through  its  technologic  branch,  is  taking 
up  the  answer  to  your  question  regarding  the  relative  advantages  of  steam  engines 
and  internal  combustion  engines.  The  other  questions,  which  I  will  endeavor  to 
answer  as  completely  as  conditions  will  permit,  are  as  follows: 

1.  The  relative  advantages  of  concrete  and  stone  construction  for  dams  and  other 
engineering  works. 

2.  The  relative  advantages  of  reenforced  concrete  for  such  works  and  also  for 
bridges  over  larger  streams. 

3.  The  relative  cost  of  stone,  ordinary  concrete,  and  reenforced  concrete  consid- 
ered with  special  reference  to  sources  of  materials  in:  (1)  interior  United  States;  (2) 
the  Rocky  Mountain  region;  (3)  the  Pacific  slope,  and  (4)  the  Atlantic  slope. 

All  of  the  materials  mentioned — plain  concrete,  building  stone,  and  reenforced 
concrete — are  up-to-date  materials  of  construction  in  common  use  at  the  present 
time  and  are  extensively  used  by  the  Reclamation  Service  and  by  other  construc- 
tion organizations  throughout  the  country.  The  theory  of  design  of  reenforced  con- 
crete has  been  recently  developed  and  the  general  use  of  this  material  has  come 
into  great  popularity  in  late  years.  Plain  concrete,  on  the  other  hand,  like  building 
stone  construction,  is  of  ancient  origin  and  use. 

A  comparison  of  the  relative  advantages  of  the  three  construction  materials  in 
question  requires  independent  consideration  for  each  structure,  based  on  the  eco- 
nomical availability  of  material  and  the  kind  of  forces  to  be  resisted.  For  example, 
a  structure  of  a  given  type  might  properly  be  built  of  concrete  near  lines  of  trans- 
portation where  cement  could  be  cheaply  obtained,  and  concrete  for  the  same  kind 
of  structure  might  be  inadvisable  in  remote  regions  where  cement  is  veiy  expensive 
and  where  good  building  stone  might  be  convenient.  Likewise  plain  concrete  or 
stone  masonry  are  not  adapted  to  use  for  beams,  ties,  and  slabs  and  whatsoever  por- 
tions of  a  structure  are  subjected  to  bending  and  pulling  stresses. 

The  Reclamation  Service  is  constructing  two  dams  under  very  similar  physical 
conditions  on  exactly  the  same  plan  and  for  similar  purposes.     One  of  these  dams  is 


MATERIALS   RELATED   TO    WATER  TRANSPORTATION  499 

being  constnicted  of  concrete  and  the  other  of  granite  masonry  laid  in  cement  mortar. 
This  difference  is  made  because  the  former  structure  is  located  near  railroad  communi- 
cation where  cement  can  be  obtained  at  reasonable  cost;  while  the  latter  is  situated 
in  a  locality  remote  from  railroad  commiuiication,  reached  only  by  verj'^  difficult 
wagon  roads  and  abounding  in  excellent  granite  rock,  the  use  of  which  requires  less 
cement  and  gives  somewhat  better  results  than  obtained  by  the  use  of  concrete. 

The  effect  of  the  location  of  the  broad  divisions  of  the  country  on  the  relative  cost 
of  plain  concrete,  reenforced  concrete,  and  stone  masonry  is  not  so  decided  as  the  geo- 
logical differences  would  indicate.  The  question  of  local  transportation  facilities  has 
more  bearing  than  the  geological  formations,  hence  it  is  impossible  to  give  any  data 
of  value  along  this  line. 

In  general,  the  advantages  of  each  one  of  the  materials  may  be  set  down  as  follows: 

1.  Plain  concrete  is  advisable  for  use  instead  of  reenforced  concrete  in  cases  where 
only  compressive  stresses  are  to  be  resisted  and  where  local  conditions  make  the  cost 
of  steel  excessive.  It  is  also  preferable  in  many  cases  where  mere  weight  is  important, 
such  as  in  gravity  dams,  retaining  walls,  etc.,  and  where  in  giving  a  structure  the 
necessary  weight  the  requisite  strength  is  also  attained  without  reenforcement.  It  is 
also  preferable  on  account  of  cheapness,  in  some  forms  of  pavement,  etc.,  where  little 
strength  is  required.  As  compared  vnXh  stone  masonrj^  fabricated  from  some  of  the 
softer  building  stones,  concrete  withstands  the  actions  of  the  weather  better  and  may 
be  built  into  all  conceivable  shapes  without  the  expense  of  cutting  and  dressing. 

2.  Reenforced  concrete  is  preferable  on  all  work  in  which  tensile  stresses  are  devel- 
oped, unless  prohibited  by  local  conditions  making  the  cost  of  steel  or  cement  ex- 
cessive. The  compressive  strength  of  plain  concrete  is  about  ten  times  its  tensile 
strength,  while  steel  has  a  very  high  tensUe  as  well  as  compressive  strength.  In 
compression  steel  will  support  only  about  thirty  times  the  load  that  concrete  will, 
whereas  in  tension  it  will  support  three  hundred  times  the  load  that  concrete  will. 
Any  given  volume  of  steel  costs  about  sixty  times  that  of  the  same  volume  of  con- 
crete. Therefore,  to  support  compression  loads  with  concrete  costs  only  about  five- 
tenths  of  the  cost  of  such  support  by  steel,  and  to  support  tension  loads  with  con- 
crete costs  about  five  times  as  much  as  such  support  by  steel.  Clearly  then  the  use 
of  a  combination  of  concrete  and  steel,  or  reenforced  concrete,  where  compression 
and  tension  are  present  is  an  economical  process.  These  conditions  exist  wherever 
bending  or  pulling  stresses  abound  and,  therefore,  are  prevalent  in  the  whole  or  parts 
of  many  structures  including  bridges.  On  this  account  engineering  practice  tends 
more  and  more  to  the  building  of  structures  of  reenforced  concrete  as  being  the 
cheapest  and  in  many  respects  the  most  reliable  kind  of  construction.  In  general, 
reenforced  concrete  resists  the  action  of  fu"e  better  than  any  stone  and  is  one  of  the 
best  forms  of  fireproof  construction. 

3.  Stone  masonry  is  to  be  preferred  where  local  conditions  render  it  cheaper  than 
concrete;  also  where  great  hardness  is  required  and  a  very  hard  stone  is  convenient. 
Where  imperviousness  to  water  is  important,  this  can  be  more  perfectly  attained 
with  a  hard  compact  stone  laid  in  cement  mortar  than  with  ordinary  concrete.  Stone 
masom-y  like  ordinary  concrete  has  a  high  compressive  resistance  but  necessarily  a 
low  tensile  one.  It  is,  therefore,  adaptable  to  the  same  class  of  structm^es  as  is  plain 
concrete.  Also  for  use  in  carvings  and  other  ornamental  purposes  stone  masonry  is 
vastly  superior  to  either  plain  or  reenforced  concrete. 

Very  respectfully,  A.  C.  Davis, 

Chief  Engineer. 

FUELS  AND   CHEAP   POWER   AS   INFLTJENCING  rNXAND  WATER 

TRANSPORTATION 

In  that  part  of  the  Commission's  letter  asking  for  information  con- 
cerning "relative  advantages  of  steam  engines  and  internal  com- 
bustion engines,  with  special  reference  to  different  sections  of  the 
country,"  also,  "to  prospective  use  in  connection  with  inland  navi- 
gation," I  understand  the  chief  purpose  of  this  inquiry  is  to  develop 
information  from  investigations  already  conducted  and  to  be  con- 
ducted which  will  indicate  the  cheapest  form  of  power — (a)  for  use  in 
river  transportation;  and  (h)  for  use  in  developing  industries  along 
the  navigable  waters  of  the  country;  including  (c)  the  practicability 
of  utihzing  at  the  mines  low-grade  fuels  not  now  used,  and  trans- 


500  REPORT    OF   THE    INLAND    WATERWAYS   COMMISSION 

mittin^  electric  power  thus  developed  to  industrial  centers  located 
on  navigable  streams  and  on  railway  lines. 

As  illustrating  the  possibility  of  transporting  fuel  cheaply  with 
water  navigation,  I  may  call  attention  to  the  steamer  en  route  ( at 
this  date,  January,  1908)  from  Pittsburg  to  New  Orleans,  carrying 
56,000  tons  of  bituminous  coal  on  barges  at  a  cost  of  $1.50  per  ton, 
as  compared  with  the  cost  by  rail,  which  would  exceed  $5  per  ton. 

Cheap  power  is  now  universally  considered  to  be  a  fimdamental 
factor  in  the  development  of  industries  in  all  countries.  While  cheap 
power  for  navigation  is  an  important  factor,  cheap  navigation  and 
cheap  transmission  of  electric  power  are  also  important  to  the  devel- 
opment of  industries  along  our  waterways. 

STEAM  ENGINES  VERSUS  INTERNAL-COMBUSTION  ENGINES  AND 
WATER  TRANSPORTATION 

The  Commission's  inquiry  is  therefore  interpreted  as  calling  for  the 
consideration  of  the  relative  advantages  of  the  steam  and  internal 
combustion  engines  simply  as  a  part  of  the  discussion  of  the  broader 
problem — the  development  of  cheap  power  for  navigation  and  indus- 
trial purposes. 

The  development  of  the  modern  gas  producer  and  gas  engine  is  so 
recent  that  the  exhibition  of  a  600  horsepower  gas  engine  at  the  Paris 
Exposition  in  1900  awakened  general  comment  and  it  was  several 
years  later  before  engines  of  even  this  size  were  being  manufactured 
m  the  United  States;  whereas  to-day  gas  engines  as  large  as  6,000 
horsepower,  of  American  manufacture,  are  being  operated  satisfac- 
torily. A  few  small  gas  producers  for  power  purposes  were  operated 
in  the  United  States  ten  years  ago,  but  as  late  as  1904  when  the  fuel- 
testing  work  of  the  Geological  Survey  was  begun  at  St.  I.vouis  Expo- 
sition it  was  not  generally  believed  that  gas  producers  could  be  oper- 
ated commercially  in  this  country  on  ordinary  bituminous  coal. 
The  development  of  the  gas  engine  and  producer  have,  therefore,  only 
just  been  entered  upon.  Nevertheless  during  the  past  few  years 
more  than  300  gas-producer  plants  have  been  installed  in  the  United 
States;  and  while  more  than  two-thirds  of  these  plants  use  anthra- 
cite coal  and  charcoal  as  fuel,  more  than  70  per  cent  of  the  power 
developed  is  developed  on  producer  plants  using  bituminous  coal; 
and  in  spite  of  the  still  imperfect  development  of  the  producer,  and 
our  imperfect  knowledge  as  to  the  chemistry  and  physics  of  its  com- 
bustion processes,  these  plants,  as  a  whole,  are  rendering  satisfactory 
service.  The  belief  among  engineers  is  now  quite  general  that  the 
producer  and  the  internal  combustion  engine  have  not  only  come  to 
stay  but  are  a  distinct  step  forward  in  cheap  power  development, 
and  in  the  utilization  of  our  low-grade  fuels.  In  view  of  the  long  and 
more  mature  development  of  the  steam  boiler  and  the  steam  engine, 
it  seems  hardly  fair  to  draw  comparisons  between  them  and  the  mod- 
em gas  producer,  but  the  situation  may  be  summarized,  briefly,  as 
follows: 

1.  In  relation  to  the  cost  and  installation  of  the  larger  plants  in 
excess  of  4,000  horsepower,  the  cost  of  the  two  plants  is,  approxi- 
mately, the  same.  For  smaller  installation  the  cost  of  the  gas  engine 
gas  producer  plant  may  slightly  exceed  that  of  the  steam  plant. 

2.  The  cost  of  maintenance  between  the  steam  and  producer  gas 
plants,  in  many  respects,  may  be  considered  as  approximately  the 
same,  excepting  that  the  internal-combustion  engine  and  the  pro- 


MATERIALS   RELATED   TO    WATER   TRANSPORTATION 


501 


ducer  require  at  present  more  skilled  and  expensive  eno;ineering  super- 
vision than  does  the  steam  plant,  and  there  are  available  fewer  experts 
trained  for  the  supervision  of  producer  plants,  owing  to  the  newness 
of  this  form  of  power  development.  But  the  greater  efficiency  in 
operating  the  producer  plant  reduces  the  cost  of  the  fuel  to  such  an 
extent  as  to  show  a  balance  in  favor  of  combined  maintenance  and 
operating  expenses  for  the  producer-gas  plant  over  the  steam  plant 
of  about  50  per  cent. 

3.  The  growing  demand  for  cheap  power  without  smoke  and  the 
consequent  development  of  the  producer  and  gas  engine  have  also 
greatly  stimulated  tlie  more  efficient  development  of  the  steam  boiler 
and  engines  (including  steam  turbines).  Success  in  attaining  higher 
fuel  efficiencies  with  each  system  indicates  that  each  will  continue  to 
play  an  important  part  in  the  industrial  progress  of  the  country. 

4.  Other  important  advantages  claimed  for  the  producer  gas  sys- 
tem are  its  ability  to  use  efficiently  low-grade  fuels,  even  when  con- 
taining more  than  50  per  cent  ash;  the  complete  abolition  of  smoke; 
while  for  the  steam  furnace  system  is  claimed  greater  simplicity,  ease 
of  management,  and  the  utilization  of  exhaust  steam  for  heating  pur- 
poses. 

The  situation  as  to  cost  of  maintenance  is  illustrated  by  the  follow- 
ing table,  taken  from  a  paper  on  power  plant  economics  by  Mr.  H.  G. 
Stott,  superintendent  of  motive  power  of  the  Interborough  Rapid 
Transit  Company,  and  also  a  member  of  the  national  advisory  board 
on  fuels  and  structural  materials. 

Distribution  of  maintenance  and  operation  charges  per  kilowatt-hour 
[Stated  in  percentages] 


Recipro- 
cating 
engines. 


Steam 
tur- 
bines. 


Recipro- 
cating 
engines 
and  steam 
turbines. 


Gas 
engine 
plant. 


Gas 
engines 

and 

steam 

turbines. 


Maintenance. 

Engine  room,  mechanical 

Boiler  room  or  producer  room 

€oal  and  ash  handling  apparatus 

Electrical  apparatus 

Operation. 

Coal  and  ash  handling  labor 

Removal  of  ashes 

Dock  rental 

Boiler-room  labor 

Boiler  room,  oil,  waste,  etc 

Coal 

Water 

Engine  room,  mechanical  labor 

Lubrication 

Waste,  etc 

Electrical  labor 

Relative  cost  of  maintenance  and  operation 
Relative  investment 


2.  .57 
4.61 
.58 
1.12 


2.26 
1.06 

.74 
7.15 

.17 

61.30 

7.14 

6.71 

1.77 

.30 
2.52 


100.00 
100. 00 


0.51 

4.30 

.54 

1.12 


2.11 
.94 
.74 

6.68 

.17 

57.30 

.71 

1.35 
.35 
..30 

2. 52 


79.64 
82.50 


1.54 

3.52 

.44 

1.12 


1.74 

.80 

.74 

.5.46 

.17 

46.87 

5.46 

4.03 

1.01 

.30 

2.52 


2.57 
1.15 
.29 
1.12 


1.13 

..53 

.74 
1.79 

.17 

26.31 

3.57 

6.71 

1.77 

.30 
2.52 


75.72 
77.00 


50.67 
100.00 


1.54 
1.95 
.29 
1.12 


1.13 

.53 

.74 
J.  03 

.17 

V55.77 

2.14 

4.03 

1.06 

.30 
2. 52 


46.32 
91.20 


As  to  the  relative  efficiency  of  the  steam  engine  and  the  internal 
combustion  engine  from  the  standpoint  of  coal  consumption,  on  162 
tests  made  at  the  fuel-testing  plant  of  the  Geological  Survey,  ex- 
tending over  120  samples  of  bituminous  coals,  9  samples  of  semi- 
bituminous  coals,  9  samples  of  lignite,  2  samples  of  peat,  and  other 


502  REPORT    OF   THE   INLAND   WATERWAYS   COMMISSIOIf 

miscellaneous  coals,  it  was  indicated  as  an  average  result  that  the 
davelopment  of  one  horsepower  per  hour  required  about  2^  times  as 
much  fuel  under  the  steam  boiler  as  was  required  in  the  gas  producer. 

As  further  indicating  the  relative  losses  in  converting  coal  into 
power  through  the  steam  engine  and  the  internal  combustion  engine, 
an  average  was  shown  at  one  of  the  most  modern  power  plants  in  the 
country,  viz,  the  Interborough  Rapid  Transit  Company  of  New 
York,  of  89.7  per  cent  loss  and  10.3  per  cent  of  energy  utilized  as 
actual  work;  whereas  the  average  loss  in  the  producer-gas  plant 
showed  76  per  cent  loss  and  24  per  cent  energy  utilized  as  electricity. 

Modern  improvements  both  in  the  steam  engine  and  the  internal 
combustion  engine  equipment  are  now  making  such  rapid  progress 
that  these  relative  figures  may  be  changed  from  time  to  time.  The 
development  of  each  of  these  systems  is  greatly  stimulating  the 
development  of  the  other.  But  the  advanced  position  already 
gained  by  the  producer-gas  system,  considered  in  connection  with 
the  recentness  and  immaturity  of  the  producer  for  bituminous  coal, 
gives  promise  of  a  future  in  cheap  power  development  and  the  utili- 
zation of  the  low-grade  fuels  of  the  country  which  is  most  encouraging. 

There  is  also  need  of  further  information  concerning  improved 
methods  of  mining  coal  which  will  render  practicable  the  removal 
of  from  90  per  cent  to  100  per  cent  of  the  total  good  coal  available  in 
a  given  bed  of  coal;  and  will  also  render  practicable  the  removal  for 
use  in  a  gas  producer  the  low-grade  coals  occupying  a  portion  of  the 
same  bed  or  adjacent  beds  of  coal. 

But  while  the  development  of  cheap  power  and  the  utilization  for 
this  purpose  of  the  low-grade  fuels  widely  distributed  in  the  United 
States  is  full  of  promise,  progress  in  this  direction  is  now  seriously 
retarded  by  the  lack  of  information — 

1.  Concerning  the  real  character  and  composition  of  the  different 
types  of  bituminous  coal,  i.  e.,  the  composition  is  expressed  in  hydro- 
gen rather  than  in  atoms  of  oxygen,  hydrogen,  carbon,  etc. 

2.  Concerning  the  character  and  composition  of  low-grade  fuels. 

3.  Concerning  the  chemical  and  physical  changes  which  take 
place  in  connection  with  the  combustion  processes  both  m  the  pro- 
ducer and  in  the  gas  engine. 

4.  Concerning  the  methods  by  which  in  the  operations  of  the  gas 
producer  the  highest  efficiency  attained  may  be  attained  continu- 
ously and  on  a  chemical  basis. 

One  of  the  difficulties  in  connection  with  the  operation  of  the  gas 
producer  and  the  internal  combustion  engines  at  the  present  time  is 
the  variability  in  the  quality  of  the  gas  as  it  leaves  the  producer. 
Thus  in  the  operations  of  the  producer  at  the  fuel-testing  plant  of  the 
Geological  Survey  all  gas  made  and  utilized  for  power  purposes 
would,  within  a  few  hours'  time,  occasionally  vary  from  125  to  225 
British  thermal  units  per  cubic  foot  of  gas.  If,  in  cases  like  this,  the 
highest  efficiency  of  225  B.  t.  u.  per  cubit  foot  of  gas  can  be  main- 
tained continuously  the  fuel  efficiency  of  the  gas  producer  would 
thereby  be  largely  increased. 

AVAILABILITY  OF  THE  INTERNAL-COMBUSTION  ENGINE 

Internal  combustion  engines  using  gasoline  and  alcohol  are  now 
being  recognized  as  entirely  feasible  as  a  motive  power  for  small  boata 
such  as  small  launches,  barges,  etc.;    and  these  are  beginning  to  be 


MATERIALS   RELATED   TO    WATER   TRANSPORTATION  503 

regarded  as  feasible  for  use  as  motive  power  for  larger  vessels  such  as 
torpedo  boats  and  small  yachts.  The  larger  gas  producers  and  gas 
engines  are  also  beginnmg  to  be  considered  as  a  possible  future 
motive  power  for  larger  vessels;  and  the  necessar}^  modifications  in 
both  are  now  being  developed  successfully.  The  producer  is  being 
reduced  in  size  and  simj)lified,  wiiile  the  gas  engine,  now  excessively 
heavy  and  not  available  for  reversing  the  movement  of  the  steamer 
in  slowing  do\\Ti  or  backing,  is  being  changed  to  overcome  both 
objections. 

COAL    SUPPLIES    AVAILABLE    FOR    INLAND    WATER  TRANS- 
PORTATION 

The  Mississippi  River  and  its  tributaries  are  alreatly  the  important 
coal-carrying  streams  of  the  country;  and  with  the  improvement  of 
these  waterways  not  only  will  the  distribution  of  the  heavy  products 
like  coal,  iron,  etc.,  be  cheapened  and  extended,  but  also  there  will  be 
a  corresponding  development  of  industry  centers,  at  more  or  less  re- 
mote places  where  both  water  and  rail  transportation  are  adequate. 

The  Mississippi  River  itself  along  the  western  border  of  Illinois  is 
at  a  number  of  points  within  a  short  distance  of  valuable  coal  deposits 
and  it  is  joined  by  several  improvable  waterways  which  penetrate 
these  fields.  The  coal  fields  of  portions  of  Indiana,  Ohio,  Pennsyl- 
vania, West  Virginia,  Tennessee,  Kentucky,  and  Alabama  border  the 
Ohio  and  its  various  tributaries;  such  as  the  Wabash,  the  Tennessee, 
the  Kanawha,  the  Allegheny,  and  the  Monongahela,  and  will  yield 
increasingly  large  supplies  for  two  centuries  of  river  transportation 
During  1906  the  coal  tonnage  of  the  Allegheny  and  Monongahela 
alone  was  nearly  10,000,000  tons;  and  their  coal  tonnage  will  be  largely 
and  continuously  increased  if  the  navigation  of  these  streams  is  im- 
proved so  as  to  become  available  for  such  shipments  throughout  the 
year.  The  quality  of  the  coal  in  the  different  fields  bordering  the 
Ohio  and  its  tributaries  varies  considerably,  but  the}^  are  admirably 
adapted  to  the  varied  needs  of  the  varied  industries  in  the  rapidly 
growing  Mississippi  Valley  region. 

The  Red  River  crosses  extensive  brown  lignite  areas  in  Texas;  and 
the  Arkansas  River  penetrates  the  coal  fields  of  Arkansas  and  Okla- 
homa, in  which  there  are  large  deposits  of  bituminous  and  semi- 
anthracite  coals  of  the  best  quality  for  steaming  purposes. 

The  Missouri  River  skirts  the  western  margin  of  the  coal  fields  of 
Iowa,  and  passes  through  the  fields  of  northern  Kansas  and  Missouri; 
and  while  the  quality  of  these  coals  is  not  equal  to  those  available 
along  the  Ohio  and  its  tributaries,  still  they  are  valuable  for  heat  and 
power  purposes.  They  are  now  being  mined  to  a  considerable  extent, 
and  available  for  extensive  future  supplies. 

The  upper  Missouri  passes  through  extensive  areas  of  brown  lignite 
in  the  Dakotas,  and  especially  the  North  Dakota  areas  give  promise 
of  large  future  developments  for  power  and  domestic  purposes. 

Briquettes  made  from  these  lignites  may  be  expected  to  play  an 
important  part  in  future  Missouri  River  transportation,  if  that  river 
is  made  more  navigable. 

The  Coosa,  Cahawba,  and  Black  Warrior  rivers  in  Alabama  penetrate 
coal  fields  which  will  yield  large  future  shipments  if  the  navigation 
of  these  rivers  is  improved. 


504  EEPOET    OF   THE    INLAND    WATERWAYS   COMMISSION 

Power  development  at  the  mines  and  its  transmission  to  industry 
centers  hor,dering  inland  waterways. — The  early  power  developments 
in  the  United  States  were  generally  at  natural  waterfalls  on  the 
streams,  remote  from  even  the  main  public  highways.  Latre  came 
the  location  of  the  factories  on  the  railways  with  power  developed 
through  the  local  steam  plant  or  electrically  transmitted  from  more 
or  less  distant  waterpowers. 

Another  system  now  attracting  attention  and  promising  much  for 
future  industrial  developments  is  the  utilization  of  low-grade  fuels 
for  cheap-power  production  at  the  mines,  and  the  electric  transmis- 
sion of  this  power  for  varying  distances  to  industry  centers  located  at 
places  where  transportation  is  available  by  both  water  and  rail  for 
both  the  concentration  of  raw  material  and  the  distribution  of  manu- 
factured products. 

The  investigation  conducted  during  the  past  few  years  at  the 
Geological  Survey  fuel  testing  plant  has  indicated  that  in  the  modern 
gas  producer  low-grade  coals  carrying  as  much  as  50  per  cent  ash,  or 
lignites  carrying  as  much  as  40  per  cent  water  can  be  used  efficiently 
for  power  development;  and  experience  both  in  this  and  other  coun- 
tries has  demonstrated  the  practicability  of  the  electric  transmis- 
sion of  power  for  distances  exceeding  200  miles. 

The  advantages  of  this  system  would  be:  (1)  the  utilization  of 
cheap  low-grade  fuels,  or  those  rich  in  sulphur  such  as  are  now  neg- 
lected or  wasted  in  mining  operations,  leaving  the  higher  grade  coals 
to  be  used  for  steam  power  plants,  coking  or  other  purposes  for  which 
they  are  especially  adapted;  (2)  the  ehmination  of  freight  charges 
on  the  transportation  of  this  low-grade  material,  the  power  being 
transmitted  as  electricity  rather  than  as  coal;  and  (3)  the  location 
of  factories  at  places  distant  from  the  mines  where  transportation 
by  both  water  and  rail  are  available,  but  without  the  smoke  and 
ashes,  which  usually  abound  at  manufacturing  centers. 

Distribution  of  these  low-grade  coals. — The  low-grade  fuels  suitable 
for  power  development  in  the  way  indicated  above  are  sometimes 
found  in  the  same  beds  with  high-grade  coal,  making  up  a  few  inches 
or  a  few  feet  on  the  upper  or  lower  surface  of  the  main  bed  of  high- 
grade  coal;  or,  in  other  places,  it  may  make  up  the  entire  thickness 
of  the  bed.  In  either  case  this  low-grade  material,  which  would 
otherwise  be  neglected,  may  for  the  local  gas-producer  power  develop- 
ment be  completely  and  advantageously  utilized;  while  the  associ- 
ated high-grade  steam  coals  or  coking  coals  may  be  advantageously 
used  for  such  other  purposes  near  the  mines  or  at  distant  centers  to 
which  they  may  be  transported  by  rail  or  by  water. 

The  coal  fields  bordering  the  Mississipj)!  and  its  tributary  s^^reams 
as  described  above  while  for  the  most  ])art  abounding  in  high  -grade 
coals  will  also  yield  large  supplies  of  this  low-grade  coal  suitable  for 
local  producer  power  plants,  from  which  the  power  may  be  trans- 
mitted to  numerous  industry  centers  located  where  both  water  and 
railway  transportation  are  available.  And  the  utilization  in  this 
way  of  these  extensive  deposits  of  low-grade  coals,  which  must  be 
mined,  if  at  all,  at  the  same  time  the  accompanying  higher  grade 
coals  are  mined,  will  greatly  prolong  the  life  of  the  nation's  fuel. 


15.  GENERAL  RELATIONS  OF  FORESTS  AND  STREAMS 


By  Raphael  Zon 
Chief,  Office  of  Silvics,  U.  S.  Forest  Service 


The  phase  of  the  relation  of  forest  to  chmate  which  is  best  known 
and  is  really  the  most  important  in  hmnan  economy,  is  the  effect 
which  forest  cover  exerts  on  the  supply  of  water  in  streams  and 
on  the  regularity  of  their  flow. 

The  amount  of  water  available  for  stream  flow  depends  on  three 
conditions:  First,  the  amount  of  precipitation  received  over  their 
drainage  areas;  second,  the  amount  of  precipitation  returned  into 
the  atmosphere  from  the  same  areas;  and  third,  the  behavior  of  the 
residue.  To  understand  the  effect  which  forests  have  on  stream 
flow  it  is  necessary,  therefore,  to  consider  separately  their  influence 
on  each  of  these  main  factors. 

INFLUENCE  ON  ATMOSPHERIC  PRECIPITATION 

Whether  or  not  the  amount  of  precipitation  is  generally  increased 
to  any  appreciable  degree  by  forest  cover  is  still  a  matter  of  doubt. 
While  some  investigators,  from  the  existing  measurements,  are 
inclined  to  think  that  forest  has  a  perceptible  influence  at  least  on 
local  precipitation,  others  deny  it.  Regular  observations  taken  at 
Nancy  for  33  years,  since  1866,  at  stations  inside,  on  the  edge  of, 
and  outside  the  forest  show  that  without  exception  more  rain  has 
fallen  inside  than  outside  the  forest,  and  that  in  8  out  of  10  cases 
more  rain  fell  on  the  edge  of  the  forest  than  outside.  If  the  amount 
of  the  rainfall  at  the  center  of  the  forest  be  designated  as  100,  then 
the  amount  of  rainfall  at  the  edge  of  the  forest  would  be  represented 
by  93.9,  and  the  rainfall  outside  the  forest,  by  76.7.  The  tendency  of 
moisture-bearing  currents  to  precipitate  their  moisture  more  rapidly 
above  or  near  the  forest  than  over  bare  or  cultivated  fields,  is  due  to 
the  dampening  and  chilling  effect  of  the  forest  upon  the  atmosphere 
which  induces  condensation  of  the  atmospheric  vapor.  This  has  been 
proved  not  only  by  actual  measurements  at  Nancy  and  other  parts  of 
France,  but  also  in  Germany,  Russia,  and  India.  These  observations 
show  that  forests  tend  to  increase  the  total  amount  of  precipitation 
over  wooded  watersheds  and  thus  make  available  more  water  for 
stream  flow,  all  other  conditions  being  equal,  than  barren  or  deforested 
areas. 

INFLUENCE  ON  THE  EVAPORATION  OF  WATER  FROM  THE    SOIL 

The  rate  at  which  water  is  evaporated  from  the  surface  of  the  soil 
depends  on  a  number  of  factors.  Chief  among  these  are:  (1)  Tem- 
perature; (2)  movement  of  the  air  (wind);  (3)  relative  humidity  of 
the  air;  (4)  character  of  the  soil  cover. 

31673— S.  Doc.  325,  60-1 33  505 


506  KEPORT   OF  THE  INLAND  WATERWAYS   COMMISSION 

Temperature. — Careful  observations  extended  over  a  long  period 
in  France,  Germany,  Austria,  Switzerland,  and  other  countries, 
established  the  fact  that  forests  reduce  the  temperature  of  the  air: 
first,  by  preventing  the  heating  of  the  soil  by  the  sun;  second,  by 
transpiring  water  from  the  leaves — this  process  of  transforming  water 
into  vapor  absorbs  heat  and  therefore  reduces  the  temperature  of  the 
surrounding  air;  and  third,  by  increasing  the  nocturnal  radiation 
from  the  crown. 

The  yearly  mean  temperature  was  invariably  found  to  be  less 
inside  than  outside  a  forest.  The  difference  between  the  yearly  mean 
temperature  inside  and  outside  of  a  forest  is  about  0.9°  F.  for  forests 
in  level  country.  This  difference  increases  with  altitude  and  at  an 
elevation  of  about  3,000  feet  it  is  1.8°  F. 

The  monthly  mean  temf)erature  is  less  in  the  forest  for  each  month 
of  the  year,  but  the  variation  is  greatest  during  the  summer  months, 
when  the  difference  may  reach  3.6°  F.,  while  in  winter  it  does  not 
often  exceed  0.1°  F. 

The  daily  mean  temperature  shows  the  same  variation,  but  to  a 
greater  degree.  The  difference  between  the  temperature  inside  and 
outside  the  forest  during  the  hottest  days  amounted  to  over  5°  F., 
while  for  the  coldest  days  of  the  year  the  difference  was  only  1.8°  F. 

These  facts  show  that  the  temperature  of  the  air  mthin  the  forest 
is  on  the  whole  lower  but  is  subject  to  lesser  fluctuations  than  in  the 
open. 

Wind. — The  wind  exercises  a  great  influence  on  evaporation  by 
constantly  renewing  air  in  contact  with  the  moisture-containing 
surface.  The  influence  is  great  during  both  summer  and  winter. 
By  breaking  the  force  of  the  wind  and  checking  the  circulation  of  the 
air  a  forest  cover  reduces  the  evaporation  of  water  or  snow  from  the 
forest  soil. 

Mr.  F.  H.  King,  of  the  agricultural  experiment  station  of  the 
University  of  Wisconsin,  carried  on  in  1894  a  number  of  most  inter- 
esting experiments  upon  the  effect  which  wdnds  have  upon  the  rate 
of  evaporation  within  and  outside  the  sphere  of  influence  of  woods. 
The  first  series  of  experiments  was  made  to  the  northwest  of  Plain- 
field,  on  a  piece  of  ground  planted  to  corn,  lying  to  the  south  of  a 
grove  of  black  oaks  having  on  the  average  a  height  of  12  to  15  feet. 
At  the  time  of  the  experiment  there  was  a  gentle  breeze  from  a  little 
west  of  north.  The  results  showed  in  one  case  that  the  evaporation 
at  20  feet  from  the  woods  was  17.2  per  cent  less  than  at  120  feet. 
In  another  case,  at  three  stations  located  within  60  feet  from  the  woods 
the  amount  of  evaporation  was  24  per  cent  less  than  at  the  three 
farther  removed  stations  located  between  280  and  320  feet  away 
from  the  woods. 

Another  trial  was  made  by  him  in  the  to^vn  of  Almond,  to  the 
south  of  an  oak  grove  80  rods  square  in  a  field  sowed  to  oats  and  wheat 
mixed.  The  results  obtained  at  the  stations  located  at  increasing 
distances  from  the  woods  showed  that  the  amount  of  evaporation 
increased  until  300  feet  from  the  woods  was  reached.  At  this  dis- 
tance and  beyond  it  the  rate  of  evaporation  remained  practically 
the  same,  but  at  300  feet  the  evaporation  was  17.7  per  cent  greater 
than  at  200  feet,  and  66.6  per  cent  greater  than  at  20  feet  from  the 
woods,  the  difference  being  due  entirely  to  the  protection  from  the 
wind  which  the  forest  afforded. 


RELATIONS   OF   FORESTS  AND  STREAMS  507 

Relative  humidity. — The  relative  humidity  of  the  air  is  higher  in  the 
forest  than  in  the  open,  first  because  the  transpiration  of  water  by  the 
leaves  appreciably  increases  the  moisture  content  of  the  air  within  or 
near  the  forest;  and  second,  because  the  temperature  of  the  air  is 
lower  in  the  forest,  and  therefore  the  air  is  nearer  its  saturation  point. 
Hence,  the  relative  humidity  of  the  air  in  the  forest  is  higher  than 
that  outside,  even  if  the  absolute  humidity  of  the  air  inside  and  out- 
side were  not  appreciably  different.  The  relative  humidity  of  the  for- 
est air  is  between  9  and  12  per  cent  higher  than  that  in  the  open,  and 
is  highest  in  summer. 

Character  of  the  soil  cover. — The  soil  cover  in  the  forest,  which  is  com- 
posed of  a  mulch  of  fallen  leaves  and  humus,  reduces  considerably  the 
amount  of  moisture  evaporated  from  the  ground.  Experiments  con- 
ducted during  five  years  (1869-1873)  in  Bavaria  have  demonstrated 
that  a  layer  of  fallen  leaves  is  capable  of  reducing  evaporation  from 
the  soil  25  per  cent.  Thus  while  evaporation  from  the  soil  in  the  for- 
est, deprived  of  leaf  litter,  amounted  to  47  per  cent  of  that  in  the 
open,  the  evaporation  from  the  same  soil  covered  with  a  fairly  deep 
layer  of  leaf  litter  was  only  22  per  cent  of  that  in  the  open.  In  other 
words,  while  the  forest  cover  alone  diminished  the  evaporation  from 
the  ground  by  more  than  half  (53  per  cent),  the  forest  cover  together 
with  the  leaf  litter  reduced  it  by  78  per  cent,  making  it  less  than  one 
quarter  (22  per  cent)  of  that  in  the  open.  In  mountainous  forests  the 
evaporation  is  reduced  by  the  combined  influence  of  the  forest  cover 
and  such  soil  covering  to  from  9  to  13  per  cent  of  the  precipitation, 
thus  allowing  from  87  to  91  per  cent  to  remain  in  the  soil." 

The  lower  temperatures  which  exist  under  a  forest  cover,  the 
greater  relative  humidity  of  the  air,  the  lesser  circulation  of  the  air, 
and  the  presence  of  a  surface  mulch  of  fallen  leaves  and  humus  all 
tend  to  reduce  the  direct  evaporation  from  the  forest  soil.  Obser- 
vations extending  for. ten  years  (1876-1885)  in  various  parts  of  Ger- 
many and  Austria  showed  that  the  evaporation  of  water  in  the 
open  in  the  vicinity  of  the  forests  is  equal  to  20.9  inches,  while  in  the 
forest  it  is  only  9.5  inches,  or  expressed  in  percentage  of  the  evapora- 
tion in  the  open  46  per  cent.  In  other  words,  the  presence  of  the  for- 
est saves  more  than  half  of  the  evaporation  in  the  open.  The  Prus- 
sian observations  for  the  ten-year  period  between  1876  and  1885 
showed  that  the  per  cent  of  water  evaporated  from  the  soil  in  a  beech 
forest  is  40.4;  in  a  spruce  forest,  45.3;  Scotch  pine  forest,  41.8; 
and  in  young  plantations,  90.3  of  that  evaporated  in  the  open. 

INFLUENCE  ON  LEAF  TRANSPIRATION 

Besides  the  loss  of  water  through  direct  evaporation  from  the  soil,  a 
much  greater  amount  is  returned  into  the  atmosphere  by  the  transpira- 
tion of  the  leaves,  which  in  distinction  from  the  physical  evaporation 
may  be  called  physiological  evaporation,  since  it  is  essential  to  the 
physiological  function  of  the  trees.  Until  lately  the  general  opinion, 
based  on  the  classical  experiments  conducted  by  Risler,  from  1867  to 
1872  at  the  agricultural  experiment  station  of  Rothamsted,  England, 
was  that  cereals  and  grasses  consume  more  water  for  plant  transpiration 
than  forest  trees.     According  to  these  experiments  and  those  of  F.  B. 

«  Die  gesammte  Lehre  der  Waldstreu,  etc.     Dr.  Ernst  Ebermayer,  1876,  p.  185. 


508 


REPORT   OF   THE  INLAND  WATERWAYS  COMMISSION 


Hohnel  (Austrian  experiment  station  1878),  the  average  amount  of 
water  consumed  by  hardwood  forests  appeared  to  be  from  6  to  8 
inches  in  depth  of  water  over  the  ground  area  in  each  growing  sea- 
son, and  that  by  coniferous  forests  from  4  to  6  inches  per  year.  Cul- 
tivated crops,  such  as  cereals  and  grasses,  on  the  other  hand,  were 
shown  to  demand  from  12  to  18  inches  on  the  ground  area;  clover 
transpired  from  13.6  inches  to  18  inches,  and  grass  crops  even  more 
than  this,  or  from  two  to  three  times  as  much  water  as  average  hard- 
wood forests  and  from  three  to  five  times  as  much  as  coniferous 
forests. 

From  the  recent  experunents  by  Ebermayer,  Wolln}^,  Henry, 
Ototzky,  and  others,  however,  the  water  table  appears  to  be  mvariably 
lower  under  forest  areas  than  under  grass  cover,  and  under  grass 
cover  lower  than  in  a  bare  cultivated  field.  In  the  forest  only  the 
upper  layer  of  the  soil  was  found  to  be  moister  than  in  the  open,  the 
lower  layers  being  always  drier  than  in  the  open.  Thus,  according 
to  Ebermayer' s  experiments  of  1884-1886,  the  per  cent  of  soil  hu- 
midity at  different  depths  in  an  uneven-age  spruce  forest  and  in 
the  adjacent  field  was  as  follows: 


Depth. 

Young 

forest 

twenty-five 

years  old. 

Middle- 
age  forest 

sixty 
years  old. 

Mature 
forest 
one  hun- 
dred and 

twenty 
years  old. 

Field. 

28.97 
19.19 
19.10 
18.39 
18.00 

29.48 
19.07 
16.07 
16.26 
17.90 

40.25 
19.29 
18.29 
20.22 
21.12 

22.33 

15  to  20  centimeters 

20.62 

20.54 

45  to  50  centimeters             .                    

20.24 

20.53 

Average 

20.73 

19.76 

23.83 

20.85 

The  middle-age  forest  always  produced  the  greatest  desiccation 
of  the  lower  layers  of  the  soil.  This  was  especially  noticeable  in 
summer  and  fall.  In  such  a  forest  the  soil  humidity  at  a  depth  of 
47  cm.  averaged  for  the  summer  15.12  per  cent,  while  in  the  field  at 
the  same  depth  it  was  19.89  per  cent.  The  greater  dryness  of  the 
soil  under  the  forest  is  claimed,  therefore,  to  be  caused  by  the  trans- 
piration of  water  by  the  forest.  Since  trees  produce  more  organic 
substance  per  year  per  unit  of  area  than  other  plants,  their  expendi- 
ture of  water  for  the  formation  of  cells  must  therefore  also  be  greater. 

Whether  or  not  this  greater  transpiration  of  water  by  the  forest  is 
compensated  by  the  smaller  direct  evaporation  from  the  soil  and 
greater  condensation  of  vapor  over  forested  watersheds  is  still  an 
open  question.  It  is,  however,  generally  admitted  even  by  those  who 
ascribe  to  the  forest  a  depressing  influence  upon  the  water  table  that 
in  mountainous  regions  with  a  strongly  dissected  topography,  heavy 
impermeable  soils,  abundant  snowfalls,  short  springs,  and  intermittent 
summer  showers,  the  amount  of  water  that  penetrates  into  the  ground 
deprived  of  a  forest  cover  is  very  small — so  small,  in  fact,  as  to  more 
than  offset  the  loss  of  water  through  transpiration  by  the  forest.  In 
such  cases  the  forest  actually  increases  the  amount  of  water  available 
for  tree  growth  and  feeding  of  streams.  If  to  this  be  added  that  sur- 
face run-off  carries  away  the  soil  and  in  this  way  reduces  the  volume 
of  water  that  can  be  retained  by  the  remaining  soil,  the  dangers  wliich 


KELATIONS   OF   FORESTS  AND   STREAMS  509 

are  threatened  by  the  removal  of  the  forest  become  very  evident. 
The  experiments  thus  far  carried  on  were  chiefly  in  the  forests  of  the 
plains,  where  the  hydrogpraphic  influence  of  the  forest  is  at  its  mini- 
mum, and  further  investigations  are  necessary  to  make  these  results 
conclusive.  Further  measurements  of  the  cUscharge  of  streams  from 
forested  and  unforested  watersheds  are  necessary  to  determine 
whether  or  not  forests  actually  increase  the  total  amount  of  water 
available  for  stream  flow.  Mr.  Vermeule,'*  the  consulting  engineer 
of  the  New  Jersey  geological  survey,  who  made  a  study  of  the  water 
supply  resources  of  the  State,  while  unwilling  to  admit  any  increase 
in  the  discharge  of  streams  from  forested  watersheds,  recognized 
an  intimate  relationship  between  yield  of  water  and  temperature, 
namely,  that  a  difference  of  1°  in  mean  temperature  will  mean  5  per 
cent  difference  in  the  annual  discharge  from  a  given  drainage  area. 
If  this  observation  is  correct,  then  in  the  light  of  the  results  obtained 
by  carefid  observations  on  the  temperature  outside  and  inside  the 
forest,  the  latter,  by  lowering  the  temperature,  by  1°  or  2°,  increases 
the  total  yield  of  water  from  forested  watersheds  by  5  or  10  per  cent. 
Mr.  George  W.  Rafter,^  a  civil  engineer,  who  more  than  anyone 
else  has  studied  the  water  supply  of  streams  and  the  factors  affecting 
it,  attributes  to  the  forest  a  most  marked  mfluence  on  the  increase  of 
the  total  discharge  of  a  given  drainage  area.  From  his  studies  of  the 
rivers  of  New  York  he  came  to  the  conclusion  that  in  the  State  of 
New  York  and  in  the  neighboring  region  a  forested  watershed  is 
capable  of  yielding  annually  from  4  to  6  inches  more  water  than  a 
deforested  one. 

INFLUENCE  ON  THE  BEHAVIOR  OF  THE  RESIDUE 

That  part  of  the  total  precipitation  which  is  left  over  and  above 
the  amount  evaporated  and  transpired  by  the  leaves  is  the  part  that 
is  available  for  stream  flow.  This  part,  therefore,  plays  the  most 
important  role  in  feeding  the  streams,  and  the  effect  which  forest 
cover  has  upon  the  behavior  of  this  residue  is  of  the  greatest  sig- 
nificance. While  the  effect  of  the  forest  cover  upon  the  total  increase 
of  the  water  yield  is  still  problematic,  the  effect  which  it  has  upon 
the  behavior  of  the  water  that  reaches  the  ground  is  undisputed. 

The  part  of  the  precipitation  which  is  left  over  and  above  the 
amount  evaporated  and  transpired  by  the  forest  is  disposed  of  fi'om 
the  surface  in  two  ways:  By  surface  run-off  and  subsurface  drainage. 
By  surface  run-off  is  meant  that  part  of  the  water  which  flows 
directly  from  the  surface-and  reaches  the  nearest  water  course  without 
absorption.  By  subsurface  drainage  is  meant  that  portion  of  the 
water  precipitated  on  the  earth  which  succeeds  in  sinking  deeper  into 
the  soil  and  passes  for  gi-eatly  varying  distances  under  the  surface 
before  reappearing  again  at  the  lower  levels  of  the  same  or  possibly 
some  other  drainage  area.  The  water  that  flows  dnectly  from  the 
surface  is  flood  water  which,  unless  controlled,  may  cause  great 
destruction.     At  a  time  of  heavy  rains,  or  sudden  melting  of  snow, 

«  Wood  Lands  and  Water  Flow  in  New  Jersey.  By  C.  C.  Vermeule,  Proceedings 
of  the  American  Forestry  Association  for  1894-1895.     p.  130. 

6  Hydrology  of  the  State  of  New  York.  By  George  W.  Rafter,  Bull.  85,  New  York 
State  Museum. 


510  REPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 

such  water  rushes  down  the  mountain  slopes,  swells  the  streams, 
overflows  the  low-lymg  country,  and  deposits  the  sediment  eroded 
from  the  mountains  on  the  agricultural  land  below  and  in  the  channels 
of  the  streams. 

The  surface  run-off  is  responsible  for  all  the  sudden  variations  in 
the  water  stages  of  brooks  and  rivers;  the  subsurface  drainage 
contributes  to  their  steady  and  permanent  flow.  It  is  important, 
therefore,  that  as  much  as  possible  of  that  surface  water  shall  enter 
the  ground.  The  chief  and  most  effective  function  of  the  forest  is  in 
increasing  the  subterranean  drainage  at  the  expense  of  the  surface 
run-off. 

The  ratio  of  the  surface  run-off  to  subterranean  drainage  is  deter- 
mined by  several  factors.  Chief  among  them  are:  (1)  The  amount 
and  character  of  precipitation;  (2)  the  angle  of  the  slope;  (3)  the 
character  of  the  soil  cover;  (4)  the  amount  and  character  of  the  soil, 
subsoil,  and  underlying  rock. 

1 .  Amount  and  character  of  precipitation. — The  heavier  and  more 
violent  the  showers,  the  greater,  all  other  conditions  being  equal,  is 
the  surface  run-off.  The  forest  by  its  foliage  and  branches  breaks 
the  force  of  the  rainfall  so  that  the  water  reaches  the  soil  without 
violence,  and  at  the  same  time  prolongs  the  duration  of  the  ramfall. 
After  a  storm,  water  continues  to  drip  from  the  leaves  and  twigs  for 
one  or  two  hours.  The  water  in  the  forest,  therefore,  falls  more 
quietly  and  for  a  longer  time,  and  is  thus  allowed  to  be  absorbed  by 
the  soil. 

The  rapid  melting  of  the  snow  in  the  spring,  especially  when  the 
ground  is  frozen  or  is  saturated  with  water,  favors  surface  run-off 
and  lessens  seepage.  By  protecting  the  snow  from  evaporation  by 
the  wind  during  the  winter,  the  forest  prevents  its  wasting  away,  and 
by  protecting  it  during  the  spring  fi"om  radiation  protracts  its  melting 
for  tliree  weeks  or  more.  This,  together  with  the  less  fi'ozen  ground 
and  the  greater  water-holding  capacity  of  the  forest  soil,  favors  sub- 
terranean drainage  and  lessens  surface  run-off.  In  this  connection 
the  conclusions  reached  by  Mr.  L.  G.  Carpenter,  of  the  agricultural 
experiment  station  of  Colorado,"  who  has  made  a  study  of  the  relation 
of  forest,  melting  of  snow,  and  water  supply  of  hrigation  streams,  are 
of  interest.     They  are  as  follows: 

(a) .  The  mountain  streams  in  the  early  irrigation  season  are  largely 
supplied  by  melting  snow. 

(6) .  There  is  a  marked  diurnal  fluctuation,  greater  with  high  water 
than  with  low,  due  to  the  daily  variation  in  the  rate  of  melting. 

(c) .  The  stream  at  high  water  may  be  one-half  greater  than  at  low 
water  on  the  same  day. 

(d).  Cloudy  weather  in  the  mountains,  protecting  the  snow  from 
the  radiation  of  the  sun,  causes  the  fluctuation  to  disappear  and  the 
flow  to  decrease. 

(e).  This  decrease  is  so  great  that  the  cloudiness  associated  with 
continued^ rain  usually  more  than  counterbalances  the  gain  from  the 
rain. 

(/) .  The  loss  of  snow  by  evaporation  is  considerable,  especially  when 
exposed  to  winds. 

« Forests  and  Snow.  By  L.  G.  Carpenter,  Colorado  Agricultural  Experiment 
Station.     Bull.  55.     1901,  p.  14. 


EELATIONS   OF   FORESTS  AND   STREAMS  511 

(^) .  Snow  remains  in  the  timber  and  in  protected  spots  much  longer 
than  where  exposed. 

(h) .  This  is  due  not  so  much  to  drifting  as  to  shelter  from  the  radia- 
tion afforded  by  the  forest  cover. 

(i) .  Hence,  the  greater  amount  of  forest  cover  the  less  violent  the 
daily  fluctuation,  the  more  uniform  the  flow  throughout  the  day  and 
throughout  the  season,  and  the  later  the  stream  maintains  its  flow. 

(/).  The  loss  of  the  forest  cover  means  more  violent  fluctuation 
during  the  day,  greater  difficulty  in  regulating  the  headgates  and 
keeping  a  uniform  flow  in  ditches,  and  hence  an  additional  difficulty 
in  the  economic  distribution  of  water.  Also  the  water  runs  off 
sooner,  hence  the  streams  drop  earlier  in  the  summer  and  on  accoimt 
of  the  lessening  of  the  springs,  the  smaller  is  the  winter  flow. 

(Jc) .  The  preservation  of  the  forest  is  an  absolute  necessity  for  the 
interest  of  irrigated  aOTiculture. 

2.  The  angle  of  the  slope. — The  steeper  the  slope  the  greater,  all  other 
conditions  being  equal,  is  the  surface  run-off.  The  surface  rim-off 
is  greater  from  naked  soil  than  from  soil  covered  with  grass,  and 
from  grass-covered  soil  greater  than  from  soils  bearing  a  forest  cover. 
The  naked  soil,  under  the  influence  of  the  erosive  action  of  the  sur- 
face run-off,  becomes  constantly  steeper  and  this  in  turn  still  further 
increases  the  surface  run-off.  By  protecting  the  soil  from  washing 
and  by  checking  the  surface  run-off,  the  forest  tends  to  counteract 
the  erosion  and  thus  prevent  the  topography  from  becoming  rugged. 
Forest-covered  summits  and  ridges  possess  therefore  a  more  rounded 
and  broader  form  than  deforested  ones.  A  forest  cover  on  steep 
slopes  and  summits  tends  to  moderate  the  topography  and  thus  re- 
duces the  surface  run-off  from  steep  slopes  and  favorably  affects  the 
permanent  flow  of  streams. 

3.  The  character  of  the  soil  cover. — The  character  of  the  soil  cover  has 
a  decided  influence  upon  the  percolation  of  water  in  the  soil ;  and  of 
all  forms  of  soil  cover,  that  or  the  forest  is  by  far  the  most  effective 
in  increasing  subsm'face  run-off  and  lessening  surface  run-oft".  The 
cro^vns  of  the  trees  prevent  the  compacting  of  the  soil  under  the 
forest  by  breakmg  the  violence  of  the  rainfall.  The  presence  of  a 
surface  mulch  of  leaves  and  twigs  protects  the  soil  and  allows  it  to 
retain  its  granular  structure.  This  increases  its  absorptive  power, 
which  is  often  still  fiu-ther  enlianced  by  a  layer  of  moss.  Penetrated 
by  a  network  of  roots  and  covered  by  branches  and  stumps,  the 
ground  offers  many  obstructions  to  the  surface  run-off  and  causes 
the  water  to  sink  into  the  ground,  which  tendency  is  further  in- 
duced by  the  presence  of  deep  channels  in  the  ground  left  by  the 
decay  of  large  roots.  In  a  forest  the  siuface  litter  is  capable  of  ab- 
sorbing more  than  2  inches  of  rain  water  during  twenty-four  hours. 
Even  after  it  is  fully  saturated  it  will  give  off  only  very  slowly  any 
additional  deposits  of  water.  Experiments  carried  on  for  four  years 
at  Haidenhaus,  Switzerland,  upon  the  percolation  of  water  inside  and 
outside  a  forest  and  reported  by  Professor  Biihler  at  the  Interna- 
tional Congress  of  Experiment  Stations  in  1901,  have  sho\%Ti  that 
outside  the  forest  the  amount  of  water  percolated  through  the  soil 
(clay)  formed  32  per  centof  water  precipitated,  while  inside  of  a  beech 
forest  on  the  same  kind  of  soil  it  was  50  per  cent,  and  in  a  spruce 
forest  45  per  cent.  Thus  under  the  crowTis  of  trees  in  the  forest 
more  water  sinks  into  the  ground  than  in  the  open,  in  spite  of  the 


512  REPOKT   OF   THE   INLAND   WATERWAYS    COMMISSION 

fact  that  in  the  beech  forest  73  per  cent  of  the  total  precipitation 
reached  the  ground  and  in  the  spruce  forest  53  per  cent.  If  the 
amount  of  water  that  penetrated  the  ground  in  the  open  be  taken 
as  100,  then  in  the  beech  forest  it  would  be  156,  and  in  the  spruce 
forest  142. 

Thus  the  forest  produces  a  soil  cover  which  increases  the  percolation 
of  water  into  the  ground.  This  function  of  the  forest  is  destroyed  or 
reduced  by  fires,  excessive  grazing,  or  overcutting,  which  change  the 
natural  conditions  of  the  forest  soil  cover.  It  is  not  sufficient  there- 
fore to  have  merely  a  forest,  but  it  must  be  protected  from  fire  and 
overgrazing  and  properly  managed  if  its  function  in  reducing  surface 
run-off  and  increasing  subsurface  drainage  is  to  be  exercised.  It  is 
justly  claimed  that  the  flow  of  surface  water  can  be  completely  ar- 
rested on  forest  slopes  if  these  are  clothed  with  a  healthy  forest  growth 
so  long  as  the  leaf  canopy  is  maintained. 

4.  The  amountand  character  of  soil, subsoil, andunderlyingrock. — The 
amount  of  water  wliich  actually  gets  into  the  soil  is  greatly  determined 
by  the  character  and  the  amount  of  soil.  A  barren  rock  can  not  retain 
water,  which  runs  off  as  fast  as  it  falls.  It  is  the  soil  that  forms  a  reser- 
voir for  retaining  the  water,  and  the  more  there  is  of  it  the  greater  volume 
of  water  may  be  retained  by  it.  The  character  of  the  soil,  and  there- 
fore the  kind  of  rock  from  which  it  is  derived,  affects  the  percolation 
of  the  water  mto  the  ground.  Thus  clay  soils  will  favor  less  percola- 
tion than  sandy  soil,  but  no  matter  what  the  character  of  the  soil  may 
be,  a  thin  soil  cannot  retain  much  water.  A  forest  cover  increases 
both  the  amount  of  soil  and  its  absorbing  capacity.  The  forest  in- 
creases the  amount  of  soil  in  two  ways:  (1)  from  above,  by  addition  of 
leaves  and  twigs,  which  on  their  decay  become  a  constituent  part  of 
the  soil;  and  (2)  from  below,  by  inducing  disintegration  and  decomposi- 
tion of  the  underlying  rock.  By  constantly  increasing  the  depth  of 
the  soil,  the  forest  at  the  same  time  guards  it  from  washing  away  and 
thus  retains  it  where  it  was  formed.  The  addition  of  organic  matter 
to  the  soil  increases  its  water-holding  capacity;  at  the  same  time  the 
roots  enter  the  narrow  fissures  of  the  rock  and  by  their  mechanical  and 
chemical  action  widen  them  and  thus  produce  many  openings  into 
which  the  water  may  freely  sink. 

Thus  it  is  certain  that,  of  all  forms  of  soil  cover,  mountain  forests 
most  favor  the  absorption  of  rainfall  by  the  soil  at  the  expense  of  sur- 
face run-off.  This  they  do  by  checking  the  rapidity  and  force  of  rain- 
fall ;  by  preventing  the  washing  away  of  the  soil ;  by  increasing  its 
amount  and  improving  its  absorptive  properties,  and  as  a  result  increas- 
ing its  storage  capacity. 

SUMMARY 

The  facts  which  have  thus  been  established  relative  to  the  influence 
of  forests  upon  stream  flow  may  be  briefly  summarized  as  follows : 

1.  By  lowering  the  temperature,  forests  induce  condensation  of 
vapor,  and  by  increasing  to  some  slight  extent  the  aqueous  precipita- 
tion (dew,  mist,  rain,  snow),  make  available  larger  amoimts  of  water 
for  stream  flow. 

2.  By  their  foliage,  soil  covering,  protection  from  wand,  low  tem- 
peratures, greater  relative  humidity,  etc.,  forests  reduce  the  direct 
evaporation  from  the  ground  to  about  one-fourth  of  that  in  the  open. 


RELATIONS   OF    FORESTS   AND   STREAMS  513 

Thus  a  large  proportion  of  the  total  precipitation  is  allowed  to  become 
available  for  stream  flow. 

3.  Forests  stimulate  the  absorption  of  water  by  the  soil  at  the  ex- 
pense of  surface  run-off.  By  preventing  surface  run-off  and  retaining 
the  water  in  the  soil,  they  tend  to  moderate  freshets  and  floods  and 
provide  for  the  steady  flow  of  streams. 

4.  Forests  retard  the  melting  of  snow  and  thus  provide  for  the 
gradual  feeding  of  mountain  streams. 

5.  By  preventing  sui-face  run-off,  forests  protect  the  surface  soil 
from  erosion  and  thus  reduce  the  amount  of  sediment  carried  by 
streams. 

6.  By  stimulating  the  absorption  of  water  by  the  soil,  forests  act  as 
a  filter  in  purifying  the  water  supply. 

Such  in  brief  are  the  scientific  facts  relative  to  the  influence  of 
forests  upon  stream  flow.  TMiile  this  influence  exists  wherever  forest 
exists,  there  is  considerable  variation  in  the  degree  in  accordance  with 
the  climatic  conditions.  The  forest  exerts  a  lower  influence  in  regions 
of  high  humidity,  gentle  topography,  light  summer  rains,  and  abun- 
dant snow  than  it  does  when  the  topography  is  more  broken,  the 
evaporative  factor  high,  and  the  rainfall  concentrated  and  intermit- 
tent. Its  influence  increases  with  the  increase  in  the  aridity  of  cli- 
mate and  irregularity  of  rainfall.  Its  efficacy,  however,  is  at  a  max- 
imum in  a  region  of  heavy  intermittent  rainfall  where  the  humus  is 
most  eflicacious  in  promoting  absorption  and  the  protective  cover 
in  lessening:  erosion. 


16.  SPECIAL  RELATIONS  OF  FORESTS  TO  RIVERS  IN  THE 

UNITED  STATES 


By  W.  W.  Ashe 
Forest  Assistant,  V.  S.  Forest  Service 


PHYSICAL  RELATIONS 

The  physical  influences  of  forests  upon  streams  affect  their  volume, 
the  regularity  of  their  flow,  and  the  clearness  of  their  water,  and  are 
so  of  great  importance  through  increasing  the  usefulness  of  the  water- 
ways for  navigation,  for  irrigation,  and  for  power.  Their  extent 
varies  Math  the  conditions  of  the  watersheds,  topography,  climate, 
and  soil.  They  are  greater  where  the  surface  is  broken,  the  soils 
either  close-textured  or  deficient  in  cohesion,  the  evaporation  ex- 
cessive, and  the  rainfall  heavy,  than  in  regions  of  gentle  topography, 
permeable  soils,  high  humidity,  light  summer  rains,  and  abundant 
snowfall.  Forest  influences  reach  a  maximum  where  long  droughts 
and  heavy  rains  alternate,  and  where  the  soils  are  slowly  permeable 
or  unconsolidated.  Under  such  conditions  the  humus  is  most  effi- 
cient in  promoting  absorption,  and  the  protective  cover  of  the  forest  is 
more  beneficial  in  reducing  erosion.  On  the  other  hand,  forest  in- 
fluences reach  a  minimum  in  level  regions  of  high  humidity  and  evenly 
distributed  rainfall,  if  the  soil  is  cohesive  yet  loose  enough  for  water 
to  enter  freely. 

The  conclusions  in  regard  to  the  physical  relation  of  the  forests 
of  the  United  States  to  the  rivers  may  be  briefly  summarized  as 
follows : 

1.  The  influences  of  the  forests  upon  stream  flow  and  turbidity, 
while  by  no  means  negligible  elsewhere,  are  paramount  on  the  rivers 
heading  in  the  Southern  Appalachians  and  the  eastern  slope  of  the 
Rocky  Mountains,  and  on  the  streams  of  the  Southwest  flowing 
through  forested  or  partly  forested  watersheds. 

2.  When  the  natural  relations  between  forest  and  stream  are  dis- 
turbed in  a  region  where  forest  influences  are  high,  there  is  a  great 
increase  in  the  number  and  height  of  the  floods;  there  are  longer 
periods  of  low  water;  and  the  damage  from  floods  and  from  silt 
and  sand  which  is  eroded  and  deposited  as  sandbars,  goes  forward 
at  an  increasing  rate.  This  is  shown  by  the  wide  destruction  from 
floods  of  the  Southern  Appalachian  streams  during  the  past  decade, 
and  by  the  destruction  wrought  by  the  recent  uncontrollable  tor- 
rents of  the  Southwest. 

In  accordance  with  the  varying  influences  of  the  forest  upon  stream 
flow,  the  most  important  rivers  of  the  United  States  msij  be  divided 

514 


SPECIAL  RELATIONS   OF  FORESTS  TO   RIVERS  515 

into  six  groups,  each  group  situated  within  a  region  having  similar 
physiograpliic  and  cHmatic  characteristics,  where  the  forests  or  the 
watersheds  exert  Hke  influences  upon  the  flow  of  the  streams. 
These  six  groups  are: 

1.  Rivers  of  the  Northeastern  States  and  the  Great  Lake  region; 

2.  Rivers  of  the  ]\iiddle  Atlantic  coast  region; 

3.  Rivers  of  the  Appalachians; 

4.  Rivers  flowing  from  the  eastern  and  southern  slopes  of  the 
Rocky  Mountains; 

5.  Sacramento  and  San  Joaquin  rivers; 

6.  Columbia  River. 

RIVER    SYSTEM    OF   THE    NORTHEASTERN    STATES 

This  system  embraces  the  rivers  of  New  England,  .the  Hudson 
River,  and  the  rivers  in  the  region  of  the  Great  Lakes. 

The  most  important  streams  of  New  England  are  the  Kennebec, 
Androscoggin,  Penobscot,  Merrimac,  and  Connecticut  rivers.  On 
these  streams  navigation  is  largely  limited  to  the  tidal  estuaries. 
The  basins  are  well  forested  and  the  natural  permeability  of  the  soils 
is  increased  by  the  good  humus  wliich  rapidly  accumulates  where 
granulation,  even  of  the  heavy  soils,  seems  to  be  a  natural  condition 
when  covered  by  the  deep  forest  humus;  the  humidity  is  high  and 
the  evaporation  factor  low.  An  extensive  system  of  lakes,  wliich 
act  as  natural  reservoirs,  is  instrumental  in  furnisliing  an  equable 
stream  flow  from  a  moderate  but  evenly  distributed  precipitation, 
which  in  winter  occurs  largely  as  snowfalls,  and  which  passes  off  as 
spring  freshets  after  warm  rains.  Natural  storage  is  also  favored 
by  the  deep  glacial  drift,  the  granitic  soils,  and  the  spongy  moss  and 
deep  humus.  Sod  naturally  sets  in  ditches,  on  stream  banks,  and  in 
waste  places,  and  forms  nearly  as  perfect  a  protection  against  erosion 
as  the  forest  cover.  Erosion  is  slight  and  the  silt  burden  of  the 
streams  is  insignificant. 

Nine  of  the  principal  rivers  of  the  northeastern  Atlantic  coast 
have  total  navigable  water  of  329  miles,  or  an  average  of  36  miles 
for  each  stream. 

The  Kennebec  may  be  taken  as  a  type  of  the  streams  of  tliis  group. 
It  is  navigable  to  Augusta,  Me.,  the  head  of  tide  water;  the  tidal 
stream,  which  is  free  from  all  silt  bars,  is  open  to  boats  with  10 
feet  of  draft.  Its  sources  are  in  the  rolling  plateau  lake  region,  which 
is  submountainous  in  part.  The  soils,  of  gneissic  and  granitic  origin, 
in  many  places  covered  with  glacial  drift,  are  permeable  loams  and 
sands  on  the  lower  portion  of  the  basin;  while  equally  loose  soils 
derived  from  sandstones,  shales,  slates,  and  conglomerates  prevail 
on  the  headwaters  of  the  river.  The  headwaters  are  heavily  forested 
with  spruce,  while  the  lower  portion  of  the  river  basin  is  less  heavily 
wooded  with  pine  and  hardwoods.  A  rainfall  of  30  to  40  inches  is 
evenly  distributed  through  the  year,  but  the  winter  precipitation  is 
largely  snow,  which  is  released  by  April  and  May  melting,  the  snow 
remaining  beneath  the  protection  of  the  forest  from  one  day  to 
several  weeks  longer  than  in  the  open.  The  forests  have  fine  humus 
conditions  which  afford  liigh  absorptive  capacity  and  large  water 
storage.  This  is  also  supplemented  by  an  ample  lake  surface  which 
has  a  decided  equalizing  influence  on  run-off.     Dams  at  the  lake 


516  EEPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

outlets  increase  natural  storage,  releasing  the  water  imtil  September, 
so  that  the  flow  of  the  river  is  fairly  equable  except  during  the  spring 
thaws.  The  amount  of  the  summer  run-off  is  further  mamtained  by 
the  low  surface  evaporation,  30  inches  from  a  free  water  surface, 
compared  with  39  at  Boston,  and  much  higher  rates  farther  south 
and  in  the  drier  climate  of  the  southwest.  The  numerous  lakes, 
the  equable  rainfall,  the  heavy  forest  cover,  and  the  deep  humus,  all 
combine  to  make  this  one  of  the  most  ideal  of  eastern  streams. 

The  navigable  portions  of  the  streams  of  eastern  New  England 
are  largely  the  tidal  estuaries,  and  are  not  subject  to  the  alternation 
of  violent  flood  and  low  water  which  characterizes  streams  dependent 
on  rainfall  for  their  depth  of  channel.  The  upper  reaches,  however, 
are  important  in  log  transportation,  since  the  time  of  the  spring  flood 
is  the  season  to  which  tliis  is  usuall}'  restricted,  while  many  streams 
are  very  valuable  for  power  or  as  sources  of  domestic  water  supply. 

The  silt  burden  of  these  rivers  is  small,  and  is  largely  limited  to 
material  corraded  from  banks,  and  to  the  natural  deepening  of  the 
channels  in  the  rapid  portions  of  the  streams.  In  the  discussion  of 
Portland  Harbor  in  the  report  of  the  Chief  of  Engineers  the  state- 
ment is  made  (Report  1906,  part  1,  p.  33),  that  "no  silt-bearing 
streams  empty  into  Portland  Harbor,  and  the  improved  depth  ob- 
tained will  be  practically  permanent."  While  many  streams  of  New 
England  carry  silt,  the  burden,  considering  the  extent  of  the  spring 
floods,  is  small  compared  with  that  of  southern  and  southwestern 
streams. 

The  Penobscot,  Androscoggin,  and  Merrimac  rivers  may  be  classed 
with  the  Kennebec  as  having  heavy-forested  watersheds,  with  excel- 
lent humus  conditions,  in  addition  to  generally  permeable  soils  and 
an  ample  lake  area.  Surface  erosion  is  slight  and  the  silt  burden  low. 
The  stream  channels  are  generally  free  from  rapidly  forming  or  shift- 
ing silt  bars.  High  spring  freshets  are  followed  by  well-maintained 
midsummer  flow. 

The  headwaters  of  the  Connecticut  River  lie  in  a  much  more  moun- 
tainous region,  demanding  therefore  more  extensive  protection.  Its 
flow  is  not  so  steady  as  that  of  the  Maine  streams.  Flood  waters 
gather  more  quickly  and  the  dry  season  flow  is  lower.  Erosion,  on 
account  of  the  steep  topography  and  the  large  farming  area,  is  more 
active,  silt  bars  having  formed  in  the  tidal  channel. 

Large  areas  in  the  White  Mountains,  where  this  river  has  its  source, 
have  been  stripped  of  their  forests,  and  subsequently  burned.  The 
deep  humus  and  duff,  which  in  many  places  beneath  the  spruce 
formed  practically  the  only  soil,  has  been  destroyed.  In  the  absence 
of  the  natural  absorbent  cover,  storm  waters  pass  quickly  and  un- 
checked into  the  river. 

The  Hudson  River  is  similar  in  general  characteristics  to  the  New 
England  streams,  but  its  chief  tributary,  the  Mohawk,  drains  a  thor- 
ouglily  cleared  agricultural  valley,  and  during  freshets  bears  a  heavy 
silt  burden.  That  portion  of  the  river  above  Troy  which  comes  from 
the  Adirondacks  nearly  duplicates  in  general  character  the  streams  of 
Maine.  The  headwaters  are  in  a  region  of  low  mountains  with  numer- 
ous lakes,  while  the  heavy  spruce  and  hardwood  forests  serve  to  form 
a  deep,  retentive  humus  which  largely  prevents  erosion,  as  well  as 
promotes  absorption  and  lessens  soil  evaporation.  While  the  Hudson 
is  navigable  only  to  the  limit  of  the  tidal  estuary,  the  maintenance  of 


SPECIAL  KELATIONS    OF   FORESTS   TO   RIVERS  517 

the  midsummer  flow  is  of  value  in  enabling  larger  boats  to  ascend  at 
low  tide.  It  is  subject  to  spring  freshets  from  the  melting  of  the 
accumulated  winter  snow,  followed  by  low  water  during  the  dry  sum- 
mers. The  spring  precipitation  is  usually  low ;  and  wmle  that  of  the 
summer  months  is  the  highest  for  the  year,  the  liigh  evaporation 
factor  reduces  the  stream  flow  during  the  autumn.  Rafter  has 
pointed  out  the  influence  of  deforestation  in  increasing  the  irregu- 
larity of  the  flow  of  streams  in  New  York.  During  sixty  years  of 
observation  the  minimum  flow  of  the  Schuylkill  has  diminished.  In 
1815  this  flow  was  estunated  at  500,000,000  gallons  a  dav;  in  1825  at 
440,000,000;  m  1867  at  400,000,000;  m  1874  at  245,000,000;  since 
then  no  measurements  have  been  made.  The  commission  of  engi- 
neers claimed  in  their  report  in  1875  that  this  was  due  to  deforesta- 
tion, there  having  been  no  change  in  the  rainfall. 

The  silt  burden  of  the  Hudson,  which  has  increased  with  the  exten- 
sion of  the  cleared  area,  amounts  to  240,000  tons  a  year,  a  larger 
amount  than  is  borne  by  the  rivers  of  New  England,  mth  their  better 
forested  watersheds,  but  smaller  than  that  carried  by  the  large 
rivers  of  the  southern  Appalachians. 

The  streams  of  the  Great  Lake  region,  wliich  include  the  head- 
waters of  the  Mississippi  River,  with  the  St.  Croix,  Wisconsin,  Chip- 
pewa, and  most  other  rivers  of  Wisconsin,  Mnnesota,  and  northern 
Micliigan,  are  similar  to  those  of  New  England  in  lake  feeding,  the 
topograpliic  and  forested  concUtions  of  their  basins,  and  the  extent 
of  forest  influences  on  their  flow.  These  streams,  however,  have  no 
tidal  estuary  as  have  those  of  the  northeast  coast. 

The  soils  of  their  basins  are  prevaihngly  loose  and  possess  a  high 
storage  capacity.  They  are  locally,  however,  deficient  in  cohesion, 
and  where  this  is  the  case,  the  banks  of  even  small  streams  corrade 
during  the  spring  freshets.  This  produces  sand  bars,  especially  in 
some  of  the  streams  of  jMichigan,  such  as  the  Grand  and  Muskegon 
rivers.  Erosion,  however,  on  the  whole  is  so  slight  that  the  Missis- 
sippi River  above  MinneapoHs,  with  a  basin  of  19,585  square  miles, 
has  a  yearh^  silt  discharge  of  only  117,000  tons,  compared  with 
10,000,000  tons  from  the  Tennessee  River,  with  only  twice  the  area 
of  tliis  portion  of  the  Mississippi.  The  farming  area  will  undoubtedly 
be  much  extended  in  the  region  of  these  streams  and  as  tliis  takes 
place  it  will  be  accompanied,  unless  the  banks  are  carefully  guarded, 
by  additional  corrasion  from  the  banks  of  smaller  streams. 

So  far  as  known,  sHght  change  has  taken  place  in  the  flow  of  most 
of  these  streams,  but  with  the  further  decrease  of  the  forest  area  the 
spring  floods  will  increase  in  size  and  the  dry-season  flow  \W11  diminish. 
This  irregularity,  however,  will  never  be  so  marked  as  it  would  be 
in  the  absence  of  the  lakes  and  if  the  country  were  mountainous,  the 
soils  close-textured,  and  the  summer  rains  more  concentrated.  Addi- 
tional lake  storage  for  the  equalization  of  stream  flow  is  already  being 
utilized  on  the  Mississippi,  and  on  account  of  the  favorable  natural 
conditions  and  the  slight  possibility  of  silting  this  admits  of  a  great 
extension.  In  addition  to  protecting  banks  of  small  streams,  the 
areas  of  lower  agricultural  value,  haA^ng  soils  wliich  erode,  should  be 
maintained  in  forest.  In  the  Northeast,  the  demarcation  between 
the  absolute  forest  lands  and  those  most  suitable  for  farming  is  usu- 
ally sharply  drawn.  For  this  reason  further  encrof^chment  upon  the 
forest  lands  for  farms  will  not  be  extensive,  and  if  the  forest  condi- 


518  •  REPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 

tions  are  not  destroyed  by  injudicious  lumbering,  the  present  condi- 
tions of  stream  flow  can  probably  be  maintained. 

The  most  important  problem  connected  with  the  control  of  New 
England  streams  is  the  protection  of  the  headwaters  of  the  Con- 
necticut. The  extensive  forest  areas  on  the  headwaters  of  tliis  river 
which  have  been  burned  should  be  reforested,  and  lumbered  lands 
should  be  protected  from  fire  to  allow  early  reestablishment  of  nor- 
mal humus  conditions.  Future  lumbering  should  be  regulated  so 
that  it  will  in  no  way  jeopardize  the  humus  and  soil.  On  the  Hud- 
son River  the  preservation  of  the  forests  of  the  Adirondacks  is 
necessary  to  compensate  for  the  extensively  cleared  valley  of  the 
Mohawk,  and  to  protect  the  lakes  from  silting  up. 

The  removal  of  the  forests  has  undoubtedly  increased  the  ratio  be- 
tween maximum  and  minimum  flow  especially  on  the  Hudson,  Merri- 
mac,  and  Connecticut  rivers.  This  widened  ratio  can  now  be  equal- 
ized only  by  increased  lake  storage,  but  the  existing  condition  can  be 
prevented  from  becoming  worse  by  maintaining  the  present  forest 
cover. 

RIVER    SYSTEM    OF    THE    MIDDLE    ATLANTIC    COAST 

The  most  important  streams  of  the  Middle  Atlantic  Coast  region 
are  the  Potomac,  Susquehanna,  Delaware,  Rappahannock,  and  James 
rivers.  Eight  rivers  of  this  group  have  total  navigable  water  of 
546.8  miles,  or  an  average  of  68  miles  for  each  stream. 

No  one  of  these  rivers  is  navigable  above  the  fall  line,  which  is  at 
or  just  above  the  tidal  limit.  The  maintenance  of  a  mid-summer  and 
autumn  flow,  regardless  of  freshets  and  silting,  does  not  for  this  rea- 
son assume  the  importance  it  does  on  streams  which  are  extensively 
navigated  on  other  than  tidal  water.  On  several  streams  the  supply 
of  water  for  canals  is  an  important  consideration.  Their  nearness  to 
large  cities  and  their  numerous  falls  and  rapids  make  them  valuable 
as  sources  of  power,  while  many  of  them,  especially  their  mountain 
tributaries,  are  used  for  obtaining  municipal  water  supply.  The  two 
unfavorable  conditions  which  may  be  regulated  by  forest  cover  are 
spring  and  winter  freshets,  and  the  silt  burden  which  is  deposited 
largely  through  these  freshets  in  the  slack  water  of  the  tidal  channel. 

These  streams  rise  in  the  Allegheny  Mountains,  where  their  head- 
waters drain  narrow  agricultural  valleys  inclosed  by  forested  but 
thin-soiled  shale  and  sandstone  ridges.  The  lower  portions  of  their 
basins  are  largely  cleared,  and  have  rather  heavy  soils  and  frequently 

f)oor  humus  conditions,  both  in  the  forests  and  in  the  agricultural 
ands.  The  forest  humus,  derived  chiefly  from  oak,  chestnut,  and 
pine,  is  naturally  scant  except  at  lugh  altitudes  and  has  been  further 
reduced  over  large  areas.  Burning,  exposing  the  soil  to  insolation, 
and  the  compacting  efi'ects  of  heav;^  rains  have  resulted  in  erosion. 
Stream  flow  is  maintained  by  a  rainfall  of  from  40  to  50  inches,  a 
feature  of  which  is  a  heavy,  irregular  midsummer  precipitation,  com- 
pared with  30  to  40  inches  of  precipitation  on  the  basins  farther 
north.  The  considerable  winter  snowfall  is  usually  removed  by  warm 
spring  rains,  causing  floods,  which  corrade  the  banks  of  streams,  and 
also  erode  the  agricultural  lands.  In  addition  there  are  frequent 
summer  and  autumn  floods,  all  accompanied  by  a  large  silt  burden. 
The  floods  produce  damage  to  the  canals  and  to  riparian  property, 
while  the  silt  is  deposited  in  the  estuary  channels,  where  constant 


SPECIAL  RELATIONS    OF   FOEESTS   TO   RIVERS  519 

dredging  is  required  to  maintain  depth.  The  silt  which  is  annually 
discharged  by  the  Susquehanna  River  at  Danville,  where  the  river 
has  a  basin  of  9,530  square  miles,  amounts  to  240,150  tons.  The  dis- 
charge of  sediment  by  the  Susquehanna  had  become  so  excessive  by 
1871  that  it  was  found  necessary  that  year  to  abandon  the  Brewerton 
chamiel  to  Baltimore  in  Chesapeake  Bay,  since  this  channel  was  con- 
tinually obstructed  by  the  sediment  deposited  in  the  eddy  made  by 
the  currents  of  the  Patapsco  and  Susquehanna  rivers.  The  turbidity 
of  the  Potomac  and  James  rivers  is  liigher  than  that  of  the  Susque- 
hanna. On  the  James  River  it  has  been  estimated*  that  in  a  flood 
with  a  10-foot  crest  from  275,000  to  300,000  cubic  yards  of  solid 
matter  are  moved  during  twenty-four  hours. 

These  streams  lack  the  natural  reservoir  system  of  lakes  which 
characterizes  the  streams  of  New  England  and  many  of  the  streams 
of  Wisconsin,  Mchigan,  and  IVIinnesota.  They  also  lack  the  sandy 
or  glacial  soils  of  the  northern  river  basins,  wliich  possess  ample 
water  storage  capacity.  Moreover,  the  thinner  humus  of  the  oak 
and  chestnut  forests  offers  only  a  meager  water  storage  compared 
mth  that  of  the  thick  spruce  duff  and  the  moss  of  the  more  northern 
streams.  These  conditions  of  soil  and  climate  which  are  so  unfavor- 
able for  equable  stream  flow  attain  their  maximum  for  these  rivers 
on  the  lower  reaches  of  the  most  southern  streams,  the  Potomac  and 
James.  Here  the  rainfall  is  heaviest  and  most  irregular,  the  pro- 
tective humus  is  thinnest,  and  the  heavy  clay  soils  of  the  Piedmont 
Plateau,  naturally  deficient  in  granulation  and  absorptive  capacity, 
replace  the  more  permeable,  but  shallow,  sands  and  loams  which 
form  the  soils  on  the  upper  portions  of  their  basins.  On  the  upper 
portions  of  the  basins  the  conditions  are  more  nearly  like  those  which 
determine  the  clearness  of  New  England  streams. 

It  is  most  desirable  on  these  streams  to  reduce  the  number  and 
the  height  of  the  floods,  since  the  turbidity  and  silt  burden  increase  at 
an  accelerated  rate  as  the  floods  become  greater. 

In  basins  of  such  character,  temporary  storage  by  other  than  arti- 
ficial means,  tending  to  prolong  or  distribute  a  flood  crest,  can  be 
secured  only  in  the  forest  soil,  and  since  storage  in  a  forest  soil, 
except  in  sands,  takes  place  very  largely  through  the  medium  of 
humus,  it  is  necessary  to  maintain  the  humus  at  its  maximum 
depth.  The  humus  in  the  valleys  of  these  streams  has  been  largely 
reduced  by  frequent  fires.  By  preventing  fires,  as  well  as  by  a  more 
judicious  method  of  cutting  when  clean  cutting  is  practiced,  a  humus 
can  be  secured  \vdth  a  high  absorbent  capacity  over  the  greater  part 
of  the  forest  area,  which  amounts  to  more  than  one-third  of  the 
entire  area  of  the  basins. 

Moreover,  there  are  extensive  areas  of  farming  land  situated  on 
steep  slopes  wliich  will  not  hold  a  permanent  grazing  sod.  The  soil 
is  eroding  badly,  and  consequently  it  has  a  low  absorptive  and  storage 
capacity.  Its  preservation  seemingly  can  be  effected  only  by  re- 
foresting. Reforesting,  therefore,  seems  advisable,  since  not  only 
does  the  unchecked  run-off  from  the  naked  slopes  contribute  to  the 
height  of  flood  crests,  but  the  earth  washed  from  them  largely  aug- 
ments that  scoured  by  floods  from  the  banks  of  streams. 

oReport  Chief  of  Engineers,  U.  S.  Army,  for  1885,  pt.  2,  p.  947. 


520  EEPOET   OF   THE  INLAND    WATERWAYS   COMMISSION 

The  construction  of  storage  reservoirs  at  stream  heads  will  lessen 
corrosion  by  the  high  floods,  but  unless  slopes  are  properly  protected 
by  forest  erosion  from  steep  cleared  land  will  continue,  not  only  adding 
its  quota  of  silt  to  the  stream  channel,  but  threatening  to  reduce  the 
capacity  and  efficiency  of  the  storage  reservoirs  as  well. 

RIVER   SYSTEM  OF   THE    SOUTHERN    APPALACHIANS 

This  group  includes  a  very  large  number  of  rivers,  many  of  them 
large  and  at  present  extensively  navigated.  Their  navigable  stretches, 
however,  can  be  greatly  extended  by  furnisliing  a  more  uniform  flow, 
and  their  usefulness  can  be  largely  increased  by  securing  additional 
channel  depth  either  by  artificial  storage  or  by  canalization.  The 
flow  of  these  rivers  is  characterized  by  high  floods  at  irregular  inter- 
vals, though  usually  in  the  spring,  bearing  enormous  quantities  of 
sand  and  silt,  followed  by  long  periods  of  low  water. 

Tills  system  embraces  the  greatest  number  and  most  important 
navigable  rivers  of  the  United  States. 

On  the  South  Atlantic  drainage,  the  Roanoke,  Neuse,  Tar,  Cape 
Fear,  Santee,  Savannah,  and  Altamaha  rivers  are  all  important. 

On  the  Gulf  drainage,  the  Appalachicola  and  Mobile  River  systems 
embrace  many  hundred  miles  of  navigable  waters  and  traverse  the 
coal  fields  of  Alabama. 

The  Tennessee,  Cumberland,  and  Kentucky  River  basins  cover 
the  entire  State  of  Tennessee,  a  portion  of  northern  Alabama,  and 
central  and  western  Kentucky.  The  Ohio  River  system  embraces 
about  1,450  miles  of  navigable  water.  The  lower  Mississippi  is 
largely  an  extension  of  these  streams,  and  its  flow  is  chiefly  depend- 
ent upon  their  stages. 

These  rivers  have  their  sources  in  the  Appalachian  Mountains  or 
in  the  adjacent  plateau  regions.  In  the  lower  portion  of  the  Missis- 
sippi Valley  there  are  a  few  streams  subject  to  nearly  the  same 
influences,  such  as  the  Pearl  River  of  Louisiana,  which  can  appro- 
priately be  included.  Fifty-seven  of  the  Appalachian  streams  have 
9,241.5  miles  of  navigable  water,  or  an  average  of  162  miles  for  each 
river.  Most  of  them  are  navigable  many  miles  above  the  tidal 
limit.  For  this  reason  the  maintenance  of  a  liigh  flow  during  the 
dry  season  is  important,  as  is  also  the  reduction  in  the  height  of 
floods,  which  seriously  interfere  with  navigation  on  the  upper  reaches. 
Closely  related  in  effects  to  the  dry-season  flow  is  the  silting  up  of 
channels,  wliich  reduces  the  depth  of  navigable  water.  The  power 
wliich  can  be  developed  from  these  rivers  is  in  many  instances  as 
important  as  their  use  for  navigation,  especially  in  those  regions 
which  are  remote  from  the  coal  mines. 

The  most  typical  streams  rise  at  high  elevations,  3,000  to  5,000  feet, 
in  the  Appalachian  Mountains,  where  they  are  fed  by  many  swift 
tributaries.  Leaving  the  mountains  they  flow  less  rapidly  tlirough 
the  hill  country  of  the  Piedmont  Plateau  or  the  rolling  farm  region 
of  the  Mississippi  Valley.  There  is  an  entire  absence  of  lakes  and 
natural  reservoirs.  Except  in  the  most  rugged  portion  of  the  moun- 
tains the  soil  mantle  over  the  greater  portion  of  this  region  is  ex- 
tremely deep — from  20  to  50  feet.  The  soils  may  be  separated  into 
three  classes:  (1)  Loams  and  sands  which  are  fairly  permeable  and 
have  high  storage  capacity;  (2)  silts  wliich  are  less  permeable  and 


I 


SPECIAL  RELATIONS    OF   FORESTS   TO   RIVERS  521 

have  a  lower  storage  capacity,  and  which,  on  account  of  their 
friabiHty,  are  subject  to  the  most  destructive  erosion;  (3)  compact 
clays  deficient  in  granulation  with,  extremely  low  absorbtive  power 
ana  low  storage  capacity,  which  erode  badly  but  seldom  destruc- 
tively. The  lighter  soils  are  the  most  extensively  developed  in  the 
mountains,  and  are  the  sources  of  the  steadiest  perennial  springs. 
The  heavy  clays  are  extensively  distributed,  and  cover  hundreds  of 
square  miles  on  the  Piedmont  Plateau.  The  unfavorable  effect  of 
the  prevailing  close-textured  soils  upon  stream  flow  is  further  in- 
creased by  the  climatic  conditions.  The  snowfall  is  light,  except 
in  the  high  mountains,  while  the  annual  precipitation  of  45  to  60 
and  even  80  inches  at  some  localities  frequently  falls  in  concentrated 
showers.  As  much  as  9  inches  is  recorded  as  falling  in  twenty-four 
hours  and  21  inches  wdthin  one  month.  Such  torrential  rains  are 
destructive  to  steep  slopes  which  are  not  protected  by  either  sod  or 
the  forest. 

The  forest  at  present  covers  only  about  one-third  of  the  area  of  the 
different  watersheds.  While  the  proportion  of  cleared  land  is  appar- 
ently not  excessive,  the  condition  and  situation  of  much  of  it  tend  to 
jeopardize  not  only  the  value  of  the  rivers  but  the  permanency  of  the 
land  as  well.  In  the  mountains  extensive  areas  of  very  steep  land 
have  been  cleared.  Some  of  this  has  a  soil  unsuited  for  farming  and 
failure  to  retain  a  grass  sod  has  caused  deep  erosion.  Continuous 
cultivation  in  com  has  also  resulted  in  the  destruction  of  the  value 
of  much  land  by  erosion.  With  the  rapid  increase  in  population  in 
the  past  two  decades,  these  conditions  have  become  far  more  general. 

The  cultivation  of  extensive  areas  of  hill  country  below  the  moun- 
tains, especially  of  the  red  clays  in  the  extreme  south,  has  ceased. 
The  rural  population  has  moved  to  the  factory  towns,  or  the  negro 
labor  has  gone  to  cities.  Many  counties  in  the  Southern  Piedmont 
region  show  a  decrease  in  rural  population  during  the  past  two  decades, 
while  in  many  there  is  a  decrease  in  the  total  population.  The  sur- 
face of  the  farm  land  abandoned  in  this  manner  has  quickly  hardened 
and  lost  its  porousness.  Only  a  small  amount  of  the  heavy  rains  is 
absorbed  by  it.  Failing  to  absorb  its  due  proportion  of  water,  it  has 
added  to  the  floods,  while  the  springs  formerly  fed  from  the  water 
stored  in  the  soil  have  failed.  The  land  itself  has  eroded  in  deep 
gullies. 

Such  unfavorable  conditions  are  not  limited  to  the  farming  soils. 
The  beneficial  effects  of  the  forest  lands  have  likewise  been  reduced. 
In  the  mountains,  where  the  humus  should  be  thick  and  have  a  high 
absorptive  and  storage  capacity  and  be  efficient  in  maintaining  soil 
granulation,  it  has  been  destroj^ed  by  injudicious  lumbering  and  by 
forest  fires.  Below  the  mountains  the  humus,  both  in  forest  and  in 
farming  soil,  is  generally  deficient,  the  deficiency  bein^  greatest 
farthest  south.  This  is  partly  due  to  the  character  of  climate  and 
soil,  which  favor  the  rapid  oxidation  of  humus,  while  fires  and  grazing 
are  additional  causes  for  its  depletion  in  the  forest.  The  climate  is 
mild,  the  winters  short,  frequently  open,  and  the  ground  uncovered 
by  snow;  the  summers  are  lon^,  the  humidity  low,  and  the  rainfall 
irregular  and  concentrated.  These  conditions  retard  the  formation 
of  humus  and  favor  its  rapid  destruction. 

31673— S.  Doc.  325,  60-1 34 


522  KEPORT   OF   THE   INLAND    WATERWAYS   COMMISSION 

The  irregular,  concentrated  character  of  the  precipitation  associated 
with  these  other  favorable  conditions  frequently  produces  high  fresh- 
ets, not  only  in  winter  and  early  spring,  when  warm  rains  release  the 
stored  waters  of  snow  and  ice  in  the  mountains,  but  during  the  sum- 
mer and  occasionally  autumn  as  well.  The  violence  of  these  freshets, 
in  which  the  rise  of  water  at  the  fall  line  of  the  rivers  frequently 
amounts  to  from  30  to  60  feet,  temporarily  checks  navigation.  On 
the  other  hand,  during  periods  of  drought,  which  occasionally  extend 
to  sixty  and  ninety  da,js,  the  stream  flow  decreases  until  the  depth  of 
water  in  the  channels  is  too  shallow  for  navigation.  Rises  of  50  or 
more  feet  above  low  water  are  known  to  take  place  in  the  Cape  Fear, 
the  Alabama,  the  Cumberland,  and  the  Ohio,  as  well  as  in  other  streams. 
While  there  has  always  been  a  wide  limit  between  high  and  low  water  in 
the  southeastern  streams,  the  ratio  has  undoubtedly  widened  as  the 
removal  of  the  forest  and  the  destruction  of  the  humus  in  the  remain- 
ing forest  have  produced  those  conditions  which  concentrate  in  the 
rivers  the  flow  of  the  water  of  severe  storms.  The  following  table 
shows  the  increase  during  a  period  of  fifty  years  in  the  number  of 
floods  on  the  Ohio  River  at  Wlieeling.'*     The  flood  stage  is  20  feet. 


Period. 

No.  of 
floods. 

No.  of 
days  of 
flood. 

1838-1847                                               .  .              ... 

34 
50 
55 

102 

1888-1897                       

147 

1898-1907 

220 

On  the  Cumberland  River  at  Burnside,  Ky.,  there  has  been  a 
similar  increase  in  the  number  of  floods  above  the  stage  of  40  feet. 
No  figures  are  available  for  the  period  before  1891. 

^      f     No.  of 
Period.  ZVl    daysof 

flood. 


1891-1895 3  3 

1896-1900 8  19 

1901-1905 13  13 

The  Alabama  River  at  Selma  shows  a  like  increase  for  the  period 
for  which  figures  are  available.  The  floods  are  above  a  stage  of  35 
feet. 


Period. 

No.  of 
floods. 

No.  of 
days  of 
flood. 

1891-1895             

6 
5 
11 

62 

1896-1900                                                             -.          .              

41 

1901-1905 -■ 

86 

The  Savannah  River  at  Augusta,  the  Santee,  and  many  other  south- 
eastern streams  show  similar  increase.  The  losses  from  floods  on 
southern  Appalachian  streams  during  the  past  ten  years  aggregate 
more  than  $35,000,000,  more,  probably,  than  those  of  all  the  rest  of 
the  United  States. 

« Figures  are  not  available  for  the  period  between  1848-1887. 


SPECIAL.  RELATIONS    OF  FORESTS   TO   RIVERS  523 

In  addition  to  the  interference  which  periods  of  high  and  low  water 
cause  to  navigation,  there  is,  during  freshets,  a  deposit  of  sand  and 
silt  bars  in  eddies,  which  lessen  the  channel  depths  and  require  fre- 
quent dredging  to  maintain  open  waterways.  The  source  or  this  de- 
posited material  is  in  part  the  forest  soil,  where  it  is  inadequately 
protected  by  humus,  ^\4lich  has  been  destroyed  by  fire  or  reduced  by 
grazing,  or  by  both;  but  to  a  larger  extent  its  source  is  farming  land 
which  has  been  either  injudiciously  tilled  or  which  is  too  steep  for 
tillage  without  erosion.  While  turbidity  of  southern  streams  is  no 
recent  phenomenon,  the  present  turbidity  is  excessive.  When  it  is 
the  fault  of  the  manner  or  tillage,  more  rational  cultural  methods  can 
eliminate  or  reduce  it.  "\Mien  it  is  from  the  erosion  of  steep  land  and 
cannot  be  prevented  by  better  methods  of  culture,  and  it  is  evident 
that  the  amount  and  rapidity  of  the  erosion  are  such  as  to  jeopardize 
the  future  earning  power  of  the  land,  this  land  and  other  areas  of  the 
same  kind  should  be  regarded  as  forest  land  and  nonagricultural. 
Such  land  should  be  withdrawn  from  a  use  which  means  its  ultimate 
loss  of  earning  power  as  w^ell  as  continuous  injury  to  the  rivers,  to  be 
preserved  by  applying  it  to  a  different  use  as  an  active  factor  in  the 
nation's  future  wealth. 

The  Alabama  River  \\ath  a  drainage  area  of  only  15,000  square 
miles  bears  off  annually  3,038,900  tons  of  soil, "  chiefly  the  scourings 
of  the  fertile  farming  soils  of  northwestern  Georgia  and  northeastern 
Alabama. 

The  Savannah  River  yearly  carries  1,000,000  tons  removed  from 
the  area  above  Augusta. 

The  Roanoke  River  deposits  more  than  3,000,000  tons  in  its  own 
channel  and  in  Albemarle  Sound. 

The  Tennessee  River,  with  a  basin  of  35,000  square  miles,  washes 
nearly  11,000,000  tons  a  year  from  the  farming  and  forest  soils  on  its 
basin. 

Erosion  increases  at  an  accelerated  rate  with  the  height  of  the 
floods,  on  account  of  the  greater  eroding  power  of  water,  which  in- 
creases six  times  whenever  its  velocity  is  doubled.  More  numerous 
and  higher  floods  are  insured  by  further  clearing  of  very  steep  land 
which  must  eventually  be  abandoned;  and  by  further  depletion  of  the 
humus  in  the  forest.  These  will  be  accompanied  by  more  frequent 
changes  in  navigable  channels  due  to  larger,  more  rapidly  forming, 
and  more  quickly  changing  sand  bars,  the  more  extensive  under- 
mining of  stream  banks,  and  the  obstruction  of  channels  by  trees  and 
drift,  A  very  great  portion  of  the  appropriation  for  the  improve- 
ment of  these  rivers  is  expended  for  dredging,  and  the  necessary  ex- 
penditure for  this  purpose  will  in  the  future  increase  in  direct  propor- 
tion to  the  increased  silt  burden  of  the  streams.  In  event  of  exten- 
sive canalization  the  silt  and  sand  continue  a  menace  to  channel 
depth,  since  slowly  moving  canal  water  affords  suitable  conditions  for 
settling  of  the  heavier  material;  and  should  the  adjustment  of  stream 
flow  by  storage  reservoirs  be  undertaken,  the  high  silt  burden  would, 
unless  eliminated  by  protecting  the  soil  from  erosion,  yearly  reduce 
the  capacity  and  value  of  the  reservoirs  and  eventually  entirely  de- 
stroy  their  usefulness.     This  extensive  erosion  is  in  like  manner 

a  Soil  burden  of  these  streams  based  ou  data  furnished  by  Herman  Stabler  of  the 
U.  S.  Geological  Survey. 


524  REPORT   OF   THE   INLAND    WATERWAYS  COMMISSION 

detrimental  to  water  power  utilization,  reducing  after  each  flood  the 
impounding  capacity  of  the  reservoirs.  It  is  stated  by  Mr.  W.  S. 
Lee"  that  the  capacity  of  the  reservoirs  of  the  Southern  Power  Com- 
pany, on  the  Catawba  and  Broad  rivers,  is  being  so  reduced  by  silting 
up  that  in  a  few  years  only  the  flow  of  the  streams  will  be  available 
for  power. 

The  natural  means  for  attaining  greater  regularity  of  stream  flow, 
for  reducing  the  height  and  number  of  freshets,  and  for  shortening  the 
dry  season  low  flow,  is  the  same  as  that  for  lessening  erosion,  the  pro- 
motion of  soil  absorption  of  storm  water,  and  the  reduction  in  the 
amount  of  surface  run-off.  While  a  perfect  regimen  can  not  be  fully 
realized,  it  is  possible  by  proper  means  to  greatly  improve  the  present 
conditions: 

(1)  By  thereestablishment  of  proper  humus  conditions  in  the  forests 
of  both  the  mountains  and  the  Piedmont  Plateau.  (2)  By  the  refor- 
esting of  steep  lands  in  the  mountains  which  have  been  in  cultivation 
and  which  have  become  so  exhausted  that  they  no  longer  will  retain 
a  grass  sod.  When  this  condition  obtains,  rapid  erosion  takes  place. 
(3)  By  the  reforesting  of  all  steep  land  in  the  Piedmont  Plateau  which 
can  not  be  cultivated  without  erosion,  since  it  is  impossible  to  maintain 
a  grass  sod  on  steep  land  in  this  section  on  account  of  the  low  humidity 
and  long,  hot  growing  season.  (4)  By  improvement  in  the  method 
of  tillage  on  such  soils  as  are  deemed  agricultural,  in  order  to  prevent 
erosion  from  them  and  promote  absorption  of  heavy  rainfall  by  them. 
This  can  be  done  by  terracing,  by  deeper  plowing,  by  an  increase  in 
the  amount  of  humus,  and  by  rotation  of  crops.  The  effects  will  be 
beneficial  not  only  upon  stream  flow  and  in  lessening  erosion,  but  in 
improving  the  value  and  increasing  the  yield  of  farming  lands.  (5) 
By  plantmg  trees  along  the  banks  of  brooks  and  small  streams 
which  are  bein^  badly  washed,  and  by  reforesting  or  maintaining  in 
forest  alluvial  lands  which  are  subject  to  flooding  and  which  erode 
when  cleared. 

RIVERS    OF    THE    EASTERN    SLOPES    OF    THE    ROCKY    MOUNTAINS 

This  group  of  rivers  embraces  many  streams  of  great  length  flowing 
east  and  south  tlirough  the  j)lains  or  from  the  eastern  and  southern 
sldpes  of  the  Rocky  Mountains,  The  most  important  are  the  Mis- 
souri, Piatt,  Arkansas,  Kansas,  Red,  Trinity,  Brazos,  Sabine,  Colo- 
rado (of  Texas),  Rio  Grande,  and  Colorado  rivers.  Only  a  few  of 
these  streams  are  navigable,  on  account  of  their  erratic  flow,  a  period 
of  high  water  in  the  late  spring  or  early  summer  being  follo^yed  by  a 
long  period  of  extremely  low  water,  with  very  high  freshets  at  irregular 
intervals.  Many  of  them,  however,  can  be  canalized,  and  they  are 
valuable  as  sources  of  power  and  for  irrigation.  The  silt  burden  is  so 
excessive  that  many  or  the  rivers  have  meandering  channels  from  the 
deposit  of  the  sedirnent.  Thirteen  rivers  heading  in  the  Rocky  Moun- 
tains or  in  the  Great  Plains,  including  the  Red,  Sabine,  and  the 
rivers  of  Texas,  have  total  navigable  water  of  2,869  miles,  averaging 
220.5  miles  for  each  river.  The  period  of  navigation  is  very  short, 
however,  on  account  of  the  prolonged  low  water, 

o  Before  the  Committee  of  Agricultxire,  House  of  Representatives,  January  30,  1908. 


SPECIAL  RELATIONS   OF   FORESTS   TO   RIVERS  525 

The  basins  of  most  of  these  streams  are  naked  except  at  headwaters, 
the  forested  area  being  small  compared  with  the  extensive  unforested 
portion.  Stream  flow  is  chiefly  maintained  by  the  melting  of  the 
mountain  snow  and  the  subterranean  drainage  which  also  comes 
largely  from  the  snow.  The  rainfall  on  the  plains,  10  to  30  inches, 
consists  chiefly  of  summer  precipitation,  which  augments  the  flow  from 
the  mountain  sources  for  a  short  time,  but  in  autumn  becomes  insigni- 
ficant. In  addition  to  the  violent  fluctuations  between  the  maximum 
flow  and  minimum  dry-season  flow,  the  constant  washing  of  banks 
and  formation  of  silt  bars  in  the  shifting  channels  are  serious  prob- 
lems. The  material  of  these  silt  bars  is  largely  deposited  during  the 
spring  freshets,  being  carried  in  part  from  the  banks  of  the  main 
river  and  in  part  from  the  banks  of  the  smaller  tributaries  of  the 
plains,  from  the  unconsolidated  sands  and  silts  which  constitute  the 
prevailing  soils  of  the  plains;  and  to  a  less  extent  it  is  material  brought 
down  in  flood  by  the  mountain  streams.  This  silt  burden  is  the 
highest  of  all  streams  m  the  United  States,  The  Missouri  above 
Ruegg,  with  a  drainage  area  of  528,700  square  miles,  has  a  yearh^  silt 
burden  of  more  than  176,000,000  tons.  The  Arkansas  above  Little 
Rock,  with  a  basin  of  148,000  square  miles,  discharges  more  than 
40,000,000  tons  of  earth.  The  Brazos  above  Waco,  with  a  drainage 
area  of  30,000  sqiiare  miles,  bears  more  than  3,200,000  tons. 

The  Missouri  River  is  the  most  important  river  flowing  eastward 
from  the  Rocky  Mountains.  While  it  is  navigable  to  Fort  Benton 
and  has  been  navigated  above  there,  it  offers  only  a  precarious  chan- 
nel with  a  depth  on  the  upper  reaches  of  only  2  to  2^  feet.  The  very 
high  waters  of  the  spring  and  summer  floods  are  followed  by  extremely 
low  water,  while  constant  shifting  of  the  channel  and  many  changing 
silt  bars  make  navigation  uncertain. 

The  sources  of  the  Missouri  are  partly  in  the  Yellowstone,  Big- 
horn, and  Rocky  Mountains  of  Montana  and  Wyoming.  The 
mountain  streams  are  mostly  of  low  turbidity,  being  fed  by  springs 
and  the  melting  of  snow  on  north  slopes  and  on  the  liigher  peaks. 
The  snow  melts  earlier  and  more  quickly  than  in  the  Columbia  basin, 
and  the  snow  waters  are  reenforced  by  the  midsummer  rains  of  the 
plains,  which  are  the  heaviest  in  June.  With  the  passing  of  the 
floods,  the  autumn  stages  of  the  river  are  low,  while  the  dry  winds  and 
high  temperature  of  the  plains  make  a  high  evaporation  factor,  which 
reduces  still  lower  the  flow  of  the  streams  of  the  plains. 

So  erratic  is  the  flow  of  these  streams  that  the  Smoky  Hill  River, 
one  of  the  chief  tributaries  of  the  Kansas,  wath  a  drainage  area  of 
8,000  square  miles,  has  a  minimum  discharge  during  the  low-flow 
season  of  only  10  cubic  feet  per  second.  A  comparison  of  this  with 
a  typical  eastern  stream — the  Potomac  River  at  Point  of  Rocks,  Md., 
wdiere  the  basin  has  a  drainage  area  of  9,000  square  miles — shows  that 
the  minimum  flow  of  the  Potomac,  wliich  for  a  twelve-year  record  is 
990  cubic  feet  per  second,  is  99  times  as  great  as  that  of  the  headwaters 
of  the  Smoky  Hill  River. 

The  headwaters  of  the  Arkansas,  which  rise  in  the  mountains  of 
Colorado,  in  comparison  with  the  Kansas  show  a  much  more  steady 
flow.  At  Canyon,  Colo.,  the  Arkansas  drains  a  basin  of  3,000 
square  miles  and  has  a  minimum  flow  of  108  cubic  feet  per  second,  or 
a  flow  thirty  times  as  great  as  that  of  the  Kansas  River.     The  same 


526  REPORT   OF   THE   INLAND    WATERWAYS   COMMISSION 

conditions  exist  on  the  mountain  tributaries  of  the  Missouri  as  on  the 
head  of  the  Arkansas  River. 

The  flow  of  the  main  river  during  the  dry  season  is  maintained  almost 
entirely  by  the  mountain  tributaries.  Since  this  flow  largely  comes 
from  the  melting  snow  and  subsoil  percolation  of  snow  water,  the 
development  of  the  protective  forest  mantle  to  its  widest  limit  is 
necessary  to  retard  melting  of  snow  and  to  promote  absorption  and 
storage  of  snow  water.  Of  the  entire  forest  area  of  the  basin,  only 
14,921,600  acres  are  situated  in  the  national  forests,  and  more  than 
two-thirds  of  tliis  has  within  the  past  fifteen  years  been  badly  burned, 
and  the  humus,  through  which  absorption  is  largely  promoted,  has  been 
partly  or  entirely  destroyed.  And  this  condition  is  applicable  to  all 
of  the  rivers  of  the  plains  which  have  their  sources  in  the  mountains. 
The  mountains  are  the  origin  of  the  water  of  their  dry-season  flow. 
The  streams  which  lie  entirely  in  the  plains  either  go  dry  or  nearly  so 
during  periods  of  drought. 

Notwithstanding  its  large  drainage  basin,  the  flow  of  the  Platte  is 
erratic,  being  especially  characterized  by  the  low  dry-season  flow. 
The  rainfall  of  the  basin  is  too  limited  in  quantity,  averaging  less 
than  25  inches,  and  too  irregularly  distributed,  being  marked  by  a 
high  midsummer  maximum  and  a  low  winter  precipitation,  to  main- 
tain a  steady  stream  flow.  Moreover,  there  is  a  marked  deficiency  of 
snowfall  on  the  mountainous  portions  of  the  basin.  A  very  small 
proportion  of  the  basin  is  forest  covered.  Of  the  forested  area, 
2,609,576  acres  are  situated  in  national  forests. 

The  excessive  silt  burden  of  the  Platte  is  largely  derived  from  the 
treeless  areas  below  the  mountains.  Many  .of  its  most  important  tribu- 
taries normally  pass  from  the  mountains  as  clear  streams,  their  tur- 
bidity being  acquired  from  tributaries  which  enter  below  the  moun- 
tains and  which  are  not  navigable.  Its  surcharge  of  silt  adds  to  the 
excessive  turbidity  of  the  Missouri,  with  its  marked  infiuence  on  the 
deposits  of  the  lower  Mississippi.  The  limited  silt  burden  of  the  per- 
ennial head  streams  is  undoubtedly  greatly  influenced  by  the  forests 
which  protect  them. 

The  rainfall  on  the  Platte  rapidly  decreases  immediately  below  the 
mountains  to  10  inches  or  less,  but  again  increases  eastward  until  it 
amounts  to  35  inches  at  its  mouth.  The  banks  of  most  of  the  tribu- 
taries on  the  plains  are  unprotected  by  trees,  and  are  subject  to  exces- 
sive corrasioh,  and  at  the  same  time  most  of  the  soil  moisture  is  sub- 
jected to  an  evaporation  by  drv  winds,  and  this  evaporation  amounts 
to  several  times  the  annual  ramfall. 

All  the  streams  rising  in  the  eastern  or  southern  slope  of  the  Rocky 
Mountains,  or  in  the  plains  to  the  east  of  the  Rocky  Mountains,  have 
characteristics  similar  to  those  of  the  Alissouri  or  Platte — an  ex- 
tremely low  minimum  run-off  for  the  size  of  the  drainage  basin,  a 
heavy  silt  burden,  and  so  great  a  deposit  of  sand  and  silt  as  to  cause 
meandering. 

The  Kansas,  which  heads  in  the  plains,  is  not  navigable. 

The  Arkansas,  which  exhibits  the  same  influences,  has  its  head- 
waters fed  by  the  snow  fields  of  the  high  mountains  of  central  Colo- 
rado, especially  of  the  Continental  Divide,  and  its  lower  course  re- 
ceives many  steady  tributaries  from  the  Ozark  region,  a  section  of 
broken  topography  and  heavy  precipitation.  Its  headwaters  are 
protected  oy  1,861,426  acres  of  national  forest,  including  431,360 


SPECIAL   RELATIONS   OF   FORESTS   TO   RIVERS  527 

acres  of  the  Arkansas  national  forest.  The  banks  of  the  streams  of 
the  plains  require  protection,  and  the  tributaries  from  the  deeply 
dissected  Ozark  region,  which  can  become,  wdth  the  development  of 
agriculture,  the  seat  of  extensive  erosion,  demand  a  permanent  forest 
cover. 

The  Red,  Trinity,  Brazos,  Sabine,  and  Colorado  (of  Texas)  rivers 
exhibit  many  of  the  salient  characteristics  of  the  Missouri  and 
Kansas.  The  lower  stretches  of  the  Red  River  lie  in  the  level  por- 
tion of  the  JVIississippi  River  Valley,  where  it  is  a  deep-channeled 
meandering  stream,  navigable  for  many  miles.  Its  lower  tributaries 
are  all  well  within  the  heavy  precipitation  zone  of  the  Gulf,  amount- 
ing to  from  50  to  55  inches.  While  its  turbidity  is  high,  it  does  not 
reach  the  maximum  of  the  streams  of  the  plains.  Between  Fulton, 
Ark.,  and  Denison,  Tex.,  it  winds  in  a  shifting  channel,  between 
banks  frequently  several  hundred  yards  apart,  and  with  a  low-water 
depth  of  from  1.5  to  4  feet,  but  is  navigable  during  high  stages. 

The  Trinity,  Brazos,  and  Sabine  also  lie  in  part  within  the  region 
of  heavy  Gulf  precipitation  and  in  a  partly  forested  region.  They 
drain  rolling  to  nearly  level  basins,  but  bear  liigh  silt  burdens.  They 
are  navigable  during  a  portion  of  the  year,  but  are  subject  to  high 
freshets  and  extreme  low  water. 

The  Rio  Grande  duplicates  the  conditions  of  the  Arkansas.  Its 
headwaters  are  fed  from  the  high  mountains  of  New  Mexico  and 
Colorado,  being  protected  by  6,885,053  acres  of  national  forest.  In 
Colorado  the  snowy  peaks  of  the  San  Juan  and  the  Cochetopa  ranges 
are  the  source  of  its  most  constant  tributaries,  but  its  volume  shrinks 
from  seepage  in  the  great  stretch  of  plains  and  desert  through  which 
it  passes,  and  the  high  evaporation  and  seepage  factors  reduce  its 
maximum  flow  to  a  very  low  point,  while  heavy  rains  in  the  summer 
on  the  lower  parts  of  its  basin  produce  disastrous  freshets. 

The  Trinity,  Brazos,  and  Colorado  (of  Texas)  rivers  rapidly  deposit 
silt  bars  in  the  harbors  at  their  mouths. 

The  headwaters  of  many  of  these  rivers,  rising  in  the  mountains, 
are  already  protected  by  means  of  the  national  forests.  By  far  the 
larger  portion  of  the  protective  forests  of  the  central  and  southern 
Rocky  Mountain  region  he  on  the  watershed  of  the  western  Colo- 
rado, a  nonnavigable  stream,  but. one  subject  to  violent  fluctuations. 
These  forests  have  at  different  times  been  extensively  damaged  by 
fire,  the  entire  forest  cover  being  destroyed,  as  well  as  the  shallow 
humus,  which  in  places  formed  almost  the  only  soil  on  the  naked  rocks. 
The  reestablishment  of  the  forests  and  the  development  of  normal 
humus  conditions  will  be  beneficial,  while  the  extension  of  the  forest 
area  over  lower  slopes  which  are  at  present  treeless  will  cause  greater 
stability  of  the  stream  flow  and  lessen  the  erosion  from  this  type  of 
land. 

These  two  conditions  are  potent: 

1 .  The  dry  season  flow  of  the  rivers  is  maintained  by  the  discharge 
of  the  mountain  streams,  which  are  fed  by  the  snow  which  accumu- 
lates in  the  forest.  In  Montana  the  forest  prevents  the  snow  from 
being  too  rapidly  melted  by  the  Chinook  wind ,  and  protects  it  from 
insolation.  Farther  south  it  protects  it  from  evaporation  by  the 
hot  winds  of  spring  and  summer,  as  well  as  from  melting  by  the  sun. 


528  REPORT   OF   THE   INLAND    WATERWAYS   COMMISSION 

The  climate  of  the  southern  part  of  the  Rocky  Mountains  is  very 
different  from  that  of  the  northern  portion.  Not  only  is  the  snow- 
fall lighter,  but  the  summer  temperatures  are  higher,  the  humidity 
lower,  and  winds  higher,  developing  general  conditions  which  accel- 
erate the  destructive  oxidation  of  humus,  and  at  the  same  time 
retard  its  development  by  determining  a  more  xerophytic  forest  type 
than  that  which  characterizes  the  region  north  of  Yellowstone  Park. 
The  natural  factors  which  effect  the  destruction  of  humus  act  more 
rapidly  and  the  means  for  its  replacement  operate  more  slowly.  For 
these  reasons  it  is  more  necessary  to  nurture  in  the  south  the  sources 
of  its  accumulation,  and  to  take  every  precaution  to  lessen  its 
destruction.  This  condition,  which  is  the  same  as  that  which  exists 
in  the  Appalachians,  increases  just  as  it  does  in  the  Appalachians 
toward  the  south,  so  that  it  becomes  in  the  southern  portion  of  the 
Rocky  Mountains  more  difficult  to  maintain  a  humus  covering  and  a 
freely  permeable  soil. 

2.  The  silt  burden  is  largely  derived  from  the  imconsolidated  soils 
which  form  the  banks  of  the  streams  of  the  plains.  This  silt  when 
once  washed  into  the  main  channel  is  either  borne  in  suspension,  as 
is  the  case  with  the  light  silt,  or  rolled  alon^  on  the  bottom,  as  is  the 
sand.  The  mountain  streams  bear  a  small  proportion  of  this  silt. 
Agricultural  lands  contribute  a  relatively  insignificant  part  of  this. 
Protection  of  the  banks  of  large  navigable  streams  can  be  effected 
only  by  engineering  means,  though  in  some  places  it  is  possible  that 
shrubs  might  be  planted  along  them.  Trees  on  stream  banks  are 
dangerous  to  navigation,  but  on  the  smaller  streams  the  banks  can 
be  protected  by  shrubs,  and  by  trees  whenever  there  is  no  danger  of 
their  being  washed  up  and  carried  into  navigable  channels. 

STREAMS    OF   THE    SACRAMENTO   BASIN 

The  Sacramento,  San  Joaquin,  and  Feather  rivers  are  the  chief 
waterways  of  California,  the  navigable  portions  of  the  two  former 
being  largely  limited  to  the  tidal  estuary  channels.  Low-water 
stages,  therefore,  do  not  seriously  affect  them,  but  their  value  for 
navigation  has  been  menaced  by  silting.  In  addition,  meandering 
of  the  streams  has  in  cases  taken  place,  threatening  the  destruction 
of  riparian  property,  as  well  as  interfering  with  navigation. 

Three  navigable  streams  heading  in  the  western  slope  of  the  Sierra 
Mountains  have  492  miles  of  navigable  water,  or  an  average  of  164 
miles  for  each  river.  These  streams  differ  from  those  of  the  south- 
easterly and  eastern  slope  of  the  Rocky  Mountains  in  possessing  navi- 
gable estuar}''  channels,  while  the  precipitation  on  their  basins  is 
largely  during  the  winter  months,  when  it  is  often  concentrated  in 
heavy  showers.  The  streams  are  subject  to  violent  bsltIj  spring 
freshets,  originating  in  the  heavy  rains  m  the  mountains,  while  their 
high  silt  burden  has  damaged  the  navigable  estuary  channels.  The 
greater  portion  of  the  silt  of  these  streams  was  formerly  the  product 
of  hydraulic  mining,  but  the  necessary  means  have  been  taken  to 
control  this  through  settling  beds.  In  spite  of  this  the  Sacramento 
River  yet  bears  annually  more  than  2,250,000  tons  of  solid  burden. 
Much  of  this  is  acquired  in  the  foothills  and  plains,  though  much 
erosion  takes  place  from  forest  land  on  account  of  the  insufficient 
humus.     Corrasion  is  active  on  the  Tuolumne,  Stanislaus,  and  other 


SPECIAL  RELATIONS    OF   FORESTS   TO   RIVERS  529 

streams  of  the  Sierras  which  debouch  into  the  Sacramento  or  San 
Joaquin  rivers.  This  corrasive  action  is  more  or  less  constant,  being 
a  characteristic  of  streams  coursing  through  unconsoUdated  soils  or 
those  deficient  in  cohesion,  as  are  many  of  those  of  the  California 
basin.  This  action  might  be  lessened  on  the  smallest  tributaries  by 
protective  planting.  Violent  irregularities  in  the  character  of  the 
precipitation  add  to  the  streams'  degrading  influence,  and  make  the 
lessening  of  erosion  an  important  consideration.  While  the  general 
rainfall  of  California  is  light,  12  to  35  inches,  one-half  of  it  falls  during 
the  three  months  of  December,  January,  and  February,  and  in  years 
of  maximum  precipitation  the  rainfall  during  this  three  months' 
period  will  often  equal  or  exceed  that  which  would  fall  in  the  south- 
east Atlantic  States  during  the  same  time.  The  rainfall  of  lower 
altitudes  is  frequently  concentrated,  a  character  especially  favorable 
for  erosion.  Only  at  the  higher  elevations  is  a  large  part  of  it 
snow,  and  its  melting  is  often  forced  by  a  warm  rain.  Perpetual 
snow  fields  are  found  only  at  the  highest  altitudes,  as  on  Mount 
Shasta  and  Mount  Whitney,  and  they  do  much  toward  sustaining 
stream  flow  during  the  dry  season. 

An  additional  factor  favoring  erosion  is  the  thinness  of  the  cover  of 
protective  vegetation.  This  is  due  to  the  irregularity  of  the  rainfall 
as  much  as  to  its  scantiness,  while  the  high  transpiration  factor, 
which  in  the  southern  part  of  the  State  is  probably  the  highest  in 
the  United  States,  hkewise  reduces  the  available  soil  moisture. 

As  the  arid  foothills  are  entered  there  is  a  wide  belt  with  steep 
slopes  and  loose  soils,  which  on  account  of  the  irregular  concentrated 
rainfall  is  subject  at  times  to  excessive  washing.  This  is  below  the 
natural  forest  limit.  If  no  arborescent  species  can  be  maintained 
upon  this  zone,  deeply  rooted  chaparral  should  be  favored  to  lessen 
erosion  so  far  as  possible. 

The  snow  fields  of  Mounts  Shasta  and  Whitney,  wliich  yield  per- 
ennial streams,  do  much  to  maintain  equable  stream  flow.  The 
protection  of  the  snow  by  the  forests  of  the  high  Sierras  and  the 
maintenance  of  good   humus  conditions  is  essential   to  safeguard 

freater  extremes  of  flow,  accompanied  by  further  corrasion  of  stream 
anks  and  additional  meandering  and  silting  of  lower  level  reaches. 
The  necessity  under  these  conditions  for  the  fullest  development  of 
the  protective  forest  cover  and  its  accompanying  humus  are  evident, 
while  the  difficulty  of  maintaining  it,  as  has  been  pointed  out,  is  pro- 
portionately great,  on  account  of  the  restrictive  influence  of  irregular 
precipitation  and  a  high  evaporation  factor,  due  to  an  arid  cHmate, 
and  desiccating  wind. 

The  area  of  national  forests  protecting  the  Sacramento  River 
watersheds  amounts  to  5,567,094  acres,  and  that  protecting  the 
Sacramento  River  basin  to  5,023,014  acres.     A  very  large  portion, 

Erobably  50  per  cent,  of  this  forest,  as  well  as  of  other  forests  on  their 
eadwaters,  has  been  opened  by  repeated  fires,  and  the  naturally  poor 
humus  has  been  destroyed  or  further  depleted.  The  accumulation 
of  a  good  humus  in  these  forests  is  imperative  and  the  extension  of 
the  protective  cover,  either  of  dense  chaparral  or  of  forest,  over  the 
foothill  land  is  advisable.  Reforesting  these  watersheds  not  only 
reduces  the  severity  of  the  floods  to  which  these  mountain  torrents 
are  subject,  but  frequently  converts  a  stream  with  intermittent  flow 


530  EEPOET  OF  THE  INLAND   WATERWAYS  COMMISSION 

into  a  perennial  one,  or  greatly  augments  the  dry-season  flow  of  those 
subject  to  the  violent  fluctuations. 

There  is  urgent  necessity  also  for  planting  the  banks  of  small 
streams  to  lessen  the  constant  corrasion  which  is  taking  place. 

COLUMBIA    RIVER 

This  river  and  its  tributaries  have  nearly  800  miles  of  navigable 
water.  It  will  eventually  be  developed  into  one  of  the  great  water 
highways,  although  its  value  may  be  lessened  by  the  lact  that  a 

Sortion  of  it  is  situated  in  British  Columbia,  and  its  full  use  may  be 
eferred  on  account  of  the  navigable  stretches  being  interruptea  by 
intervals  of  rapids,  gorges,  and  canyons.  Many^  of  the  rapids  and 
falls,  however,  may  be  avoided  by  canalizing,  yielding  at  the  same 
time  commercial  power.  Portions  of  the  Columbia  are  already 
navigable  far  up  into  Idaho  to  the  Clarks  Fork.  The  Pend  d'Oreille 
is  regularly  plied  by  steamers  between  Newport  and  lona,  and  could 
be  navigated  through  the  lake  and  for  a  long  stretch  beyond  but 
for  falls  above  Newport.  Boats  Hkewise  ply  regularly  on  the  St. 
Joseph,  St.  Marys,  and  on  the  Snake  River  to  LeWiston,  above  which 
place  the  river  passes  through  the  canyon  carved  in  the  basalt  plains. 
But  long  stretches  of  the  Lewis  Fork  are  navigable  up  to  a  point  480 
miles  above  the  mouth  of  the  Columbia,  and  this  could  be  extended 
much  farther.  Even  on  the  upper  portions  of  several  of  these 
streams  there  are  many  miles  of  deep  placid  water.  The  tidal  chan- 
nels of  both  Columbia  and  Willamette  extend  for  more  than  100  miles 
above  their  mouths. 

The  salient  feature  of  the  Columbia  is  its  evenness  of  flow  and  its 
clearness.  The  streams  which  most  closely  resemble  it  are  those  of 
New  England,  but  the  flow  of  the  Columbia  is  probably  more  uniform 
than  that  of  any  other  large  stream  of  the  United  States.  This 
condition  is  due  to  several  causes. 

There  are  two  sources  of  its  tributaries:  The  coast  and  Cascade 
Mountain  regions  on  the  west,  which  chiefly  affect  the  flow  of  the 
Willamette;  and  the  Cordilleran  area  of  Idaho  and  Montana,  in 
which  lie  the  headwaters  of  the  main  river.  Between  these  two 
mountain  regions  are  extensive  areas  of  plains  and  elevated  rolling 
plateaus,  unforested  and  with  scant  rainfall,  dissected  by  several  of 
the  large  streams,  but  the  source  of  few  small  ones  within  their  limits. 
Over  the  western  mountain  area  the  rainfall  is  heavy,  from  60  to 
70  inches;  it  decreases  on  the  eastern  slope  of  the  Cascades  in  the 
plains  areas  to  less  than  15  inches,  rising  as  the  Rocky  Mountains  are 
approached  to  20,  and  attaining,  in  the  mountains  of  northern  Idaho, 
and  on  the  headwaters  of  the  Clarks  Fork,  a  maximum  of  35  inches; 
and  in  southeastern  Idaho  and  Wyoming,  on  the  headwaters  of  the 
Lewis  Fork,  a  maximum  of  30  inches.  This  precipitation  is  rela- 
tively slight,  but  it  is  of  a  character  to  render  it  available  for  soil 
absorption;  while  the  prevailing  surface  conditions  are  likewise 
highly  favorable.  The  precipitation  during  the  summer  is  extremely 
low  compared  with  that  during  the  winter,  out  is  in  the  form  of  gentle 
showers,  giving  the  fullest  opportunity  for  entire  absorption,  with  a 
very  small  amount  of  surface  run-off.  The  winter  snowiall  is  heavy, 
especially  in  the  eastern  mountains,  and  the  deep  snow  banks,  in 
canyons,  gulches,  and  north  hollows,  protected  by  the  dense  forests 


SPECIAL  EELATIONS   OF   FORESTS   TO   RIVERS  531 

of  conifers  from  sun  and  wind,  melt  gradually  during  spring  and  sum- 
iper,  maintaining  a  steady  stream  flow.  Tliis  not  onl}^  compensates 
for  the  deficiency  of  the  summer  rains,  but  their  absence  is  favorable, 
since  thev  would  accelerate  the  melting  of  the  snow.  The  snow- 
drifts and  fields  of  the  liigh  peaks  of  the  Cabinet,  Coeur  d'Alene,  and 
Bitter  Root  moimtains,  and  of  the  Continental  Divide  frequently  last 
until  reenforced  by  those  of  the  succeedino;  winter.  In  the  Willa- 
mette the  snow-water  flow  is  uninterrupted,  for  it  is  largely  fed  by 
the  glaciers  and  perpetual  snow  fields  of  Mount  Hood  and  Mount 
Jefferson. 

The  torrential  spring  flood  of  the  northeastern  States  from  the 
warm  spring  rains  on  trie  A\'inter's  snow,  and  the  high  earlj^-  summer 
flow  of  the  streams  of  the  Southwest  from  the  rapid  melting  of  the 
mountain  snow  imder  the  high  temperature  of  early  summer,  are  both 
much  reduced  on  the  Columbia.  The  freshet  season  extends  from 
May  to  July,  and  the  rise  betw^een  extreme  liigh  and  low  water  is  only 
22  feet  on  the  Columbia,  compared  with.  50  feet  on  the  Cape  Fear,  a 
characteristic  southeastern  stream.  The  temperature  of  the  short 
summers  at  tliis  high  latitude  is  further  modified  by  the  excessive 
humidity  of  the  North  Pacific  coast  and  the  large  number  of  fog^y 
days  during  summer,  even  when  there  is  no  rain,  the  product  of  the 
moist  western  winds.  This  makes  the  melting  of  snow  in  the  moun- 
tains of  Idaho  and  Montana  a  gradual  process,  frequently  occupying 
the  entire  summer.  The  northern  tributaries  are  naturally  for  these 
reasons  less  erratic  in  their  flow  than  the  southern,  and  several  lakes 
add  to  their  stability  of  flow.  Occasionally,  however,  a  w^arm  chinook 
\\and  will  melt  much  of  the  snow  during  April,  or  even  in  March,  caus- 
ing high  turbidity  and  floods  on  streams  like  the  Clearwater  and  Lewis 
Fork.  These,  however,  are  exceptional  and  usually  of  short  dura- 
tion. The  flood  season,  w^hen  the  streams  are  very  muddy,  is  usually 
two  months  later. 

While  the  equable  flow  of  these  streams  is  primarily  a  result  of  the 
climatic  conditions,  the  influence  of  the  forest  is  serviceable  in  pro- 
tecting the  snow  from  evaporation  and  lessening  the  rapidity  of  its 
melting.     It  is  of  greater  value  in  lessening  erosion. 

On  tne  plains  the  rainfall  is  of  such  character,  both  in  distribution 
and  amount,  that  there  is  scant  erosion.  Although  the  silts  of  the 
Priest,  Pend  d'Oreille,  and  other  agricultural  river  valleys  of  the  east- 
ern headwaters  are  incoherent,  the  Hmited  rainfall  precludes  the  possi- 
bility of  excessive  erosion,  unless  at  times  of  concentrated  precipita- 
tion, a  character  of  rainfall  to  which  tliis  region  is  seldom  subjected. 
Should  erosion  of  these  soils  take  place,  however,  the  placid  portion 
of  the  Pend  d'Oreille  and  other  streams  offer  suitable  situations  for 
silting. 

Of  the  portion  of  the  basin  of  the  Columbia  River  in  the  United 
States  46,343,197  acres  are  protected  by  national  forests.  One-fifth 
of  this  area  is  barren  or  poorly  wooded  upper  slopes,  w^ith  only  scant 
protective  features,  while  one-third  has  been  burned  and  is  either 
naked  or  in  various  stages  of  restocking.  The  burned  area  has  come 
into  existence  largely  within  the  past  twenty-five  years. 

Fires  are  more  frequent  in  the  forest  area  that  is  not  under  Gov- 
ernment control,  and  the  humus  conditions  are  poorer  than  in  the 
national  forests.  Fortunately,  however,  over  most  of  the  burned 
areas  the  humus  has  not  been  entirely  destroyed  or  the  absorptive 


532  REPORT   OF   THE   INLAND    WATERWAYS   COMMISSION 

condition  of  the  soil  greatly  impaired.  This  has  been  due  in  part  to 
the  character  of  the  fires,  in  part  to  the  character  of  the  forests  and 
humus,  and  in  part  to  the  climate. 

While  the  fires  have  been  destructive,  killing  the  timber  as  well  as 
burning  the  ground  cover,  reburnings  of  the  same  area  are  not  frequent 
or  periodic,  as  in  the  Southeastern  States  and  portions  of  the  South- 
west. The  humus  had  accumulated  to  great  deptlis  before  being 
burned,  and  a  single  fire  only  burned  through  the  drier  superficial 
layer.  The  burning  of  the  humus  is,  moreover,  frequently  checked 
by  light  summer  rains. 

For  this  reason,  that  the  destruction  of  the  humus  is  incomplete, 
the  facies  of  the  soil  toward  absorption  of  rainfall  and  erosion  has 
scarcely  been  disturbed.  Exhausting  tillage  will  in  time  reduce  the 
humus,  and  extensive  denudation  and  cultivation  of  the  slopes  will 
produce  conditions  more  favorable  for  erosion.  As  repeated  fires 
occur  in  the  forest,  the  vigor  appertaining  to  a  virgin  soil  will  be 
depleted,  as  in  many  portions  of  the  Appalachians.  With  the 
destruction  of  the  humus  the  forest  will  become  open,  scattered 
clumps  of  trees,  admitting  the  sun  and  wind,  which  will  not  only 
accelerate  the  melting  of  the  snow  but  lessen  the  soil  permeability 
and  produce  those  conditions  which  are  favorable  to  erosion.  While 
this  condition  favoring  erosion  exists  in  the  eastern  portion  of  the 
basin  in  the  Rocky  Mountains,  its  maximum  obtains  under  the  high 
precipitation  of  the  Coast  and  Cascade  Mountains,  But  with  ade- 
quate humus  and  slope  protection  within  the  spheres  of  high  precipi- 
tation, the  at  present  almost  insignificant  silt  burden  of  the  streams 
will  not  increase  under  natural  conditions  to  damaging  proportions. 
At  present  drifting  sands  on  the  river  banks  in  places  are  a  menace, 
and^they  may  be  the  origin  of  the  sand  which  forms  the  bars  in  the 
estuary  channels. 

Many  of  the  streams  on  the  lower  portion  of  the  basin  acquire  their 
constancy  from  glacier  sources.  Some  of  them  bear  a  considerable 
amount  of  coarse  sand,  but  most  of  them  not  sufficient  to  affect  their 
clearness.  The  glaciers,  and  the  excellent  humus  even  within  the 
burnt  forests,  produce  most  favorable  conditions  for  equable  stream 
flow  and  low-silt  burden. 

The  few  other  streams  in  the  Northwest  are  of  minor  importance, 
and  present  largely  the  same  conditions  which  obtain  in  the  Columbia 
River. 

The  chief  need  of  the  Columbia  basin  is  maintenance  of  the  present 
forest  cover  and  reestablishment  of  normal  humus  conditions  where 
the  forests  have  been  burned. 

SANITARY  RELATION  BETWEEN  FORESTS  AND  STREAMS 

In  addition  to  their  physical  effects  upon  streams,  the  forests 
exert  a  strong  influence  upon  the  purity  of  water  for  domestic  uses. 
The  waters  from  forested  watersheds  are  generally  free  from  patho- 
logic bacteria  and,  considering  that  they  are  surface  waters,  are  of 
excellent  quality  for  municipal  supplies.  Many  of  the  smaller 
cities  and  a  few  of  the  larger  cities,  like  Portland,  Oreg.,  use  such 
water,  and  find  it  satisfactory,  even  without  filtration. 

It  is  especially  desirable  that  small  cities  and  towns  which  are  near 
primarily  pure  sources,  such  as  forested  mountain  streams,  should 
use  these  rather  than  wells  and  springs  or  than  the  water  of  large 


SPECIAL  RELATIONS   OF  FORESTS  TO   RIVERS  533 

rivers  which  has  received  contaminated  matter  from  the  towns. 
The  use  of  such  pure  water  not  only  checks  the  spread  of  water- 
borne  diseases  in  the  town  using  it,  but  since  its  sewerage  has  propor- 
tionately fewer  typhoid  bacilli,  it  tends  to  lessen  the  transmission 
of  the  contagion  to  other  towns  at  lower  points  on  the  rivers  which 
use  the  sewage-contaminated  water  for  drmking  purposes.  Purified 
waters  are  onty  relatively  pure,  their  quality  depending  upon  the 
original  amount  of  contamination.  But  if  the  purity  or  the  water 
from  a  forested  watershed  is  further  safeguarded  by  filtration,  a 
water  of  the  highest  quality  is  obtained. 

The  case  of  the  typhoid  fever  epidemics  in  the  Kennebec  River 
Valley,  as  described  by  Whipple  and  Long,*^  is  one  of  contagion,  trans- 
mitted from  the  upper  towns  to  the  lower,  the  impurity  of  the  water 
increasing  as  it  received  the  impurities  of  each  successive  town,  with 
the  increased  prevalence  of  t}^hoid  fever  epidemics.  Another  case 
is  that  of  Wilkinsburg,  Pa.,  a  city  which  uses  the  water  of  the  Alle- 
gheny River.  The  river  receives  above  Wilkinsburg  the  sewage  of 
nearly  20  to\Mis.  Numerous  outbreaks  of  disease  in  the  upper  towns 
have  been  transmitted  to  the  lower,  and  the  health  of  the  people  of 
Wilkinsburg  has  been  affected  by  nearly  eveiy  such  outbreak  in  the 
towns  above  it. 

With  the  rapid  increase  in  the  density  of  population  in  the  eastern 
States  and  the  further  congestion  of  towns  along  the  important 
rivers,  the  sanitation  of  the  streams  presents  a  vital  problem.  The 
solution  of  this  problem  can  properly  begin  with  the  general  use,  by 
towns  in  the  hilly  and  mountainous  portions  of  the  country,  of  water 
from  forest-covered  watersheds  at  the  heads  of  the  rivers. 

Moreover,  so  far  as  the  forest  increases  the  minimum  or  diy-season 
flow  of  streams,  it  adds,  by  dilution,  to  the  relative  purity  of  the 
water,  fewer  impurities  being  contained  in  a  ^ven  volume.  Like- 
wise, by  lowering  flood  crests,  fecal  and  other  impure  matter  which 
accumulates  alon^  the  banks  of  a  stream  in  a  thickly  populated 
region,  especially  m  and  near  cities  and  towns,  is  not  swept  into  the 
streams,  but  undergoes  harmless  destruction  by  natural  decay.  Tliis 
lessens  the  impurities  of  flood  water. 

RELATION    OF    FORESTS     TO    ENGINEERING    MEANS    OF    RIVER 

CONTROL 

As  the  influence  of  the  forest  has  decreased,  on  account  of  the 
smaller  area  of  normal  forest,  engineering  methods  of  stream  control 
have  become  necessary.  Such  artificial  means  of  control  must  be  used 
to  compensate  for  the  cleared  land  which  is  in  the  farms.  They 
must  be  proportionately  extended  on  account  of  the  large  areas  of 
waste  land,  wliich  has  its  soil  hardened  and  baked  by  the  sun  and  is 
unabsorptive,  and  to  compensate  for  the  forest  which  has  been  lum- 
bered and  burned,  and  the  soil  of  which  has  partly  lost  its  porousness 
and  storage  capacity. 

The  value  of  engineering  methods  of  control  depends,  however,  on 
how  thoroughly  tbe  headwaters  of  the  rivers  are  forest  protected. 
In  those  regions  where  forest  influences  are  high  there  is  a  limit 
beyond  which  engineering  means  of  control  fail.     The  forest,  acting 

ojournal  New  England  Water  Works  Association,  Vol.  19,  No.  2. 


534  REPOKT   OF   THE   INLAND    WATERWAYS   COMMISSION 

not  over  one  limited  portion  of  a  watershed  but  over  a  great  portion 
of  it,  produces  certain  conditions  which  can  never  be  entirely  replaced 
by  engineering  methods.  The  dam,  the  reservoir,  the  settling  bed, 
and  tne  levee  influence  only  the  reaches  of  the  stream  below  them. 
The  forest  at  headwaters  influences  the  regime  of  the  entire  river. 
When  the  influence  of  the  forest  decreases  below  a  certain  limit,  engi- 
neering works  are  futile;  their  efficiency  rapidly  fails,  and  even  their 
very  existence  is  threatened.  The  storage  capacity  of  the  reservoir 
and  settling  basin  is  destroyed  by  the' sediment  which  is  washed 
from  the  bare  and  hardened  slopes;  the  bed  of  the  canal  is  filled  with 
silt;  the  channel  of  harbor  and  river  is  choked  in  spite  of  the  dredg- 
ing. The  accumulation  of  the  detritus  from  the  scourings  of  unpro- 
tected soils  threatens  the  levees  by  the  gradual  raising  of  the  river 
bed  and  requires  the  continual  extension  of  the  jetties.  As  the 
floods  at  headwaters  become  liigher,  with  more  erratic  stream  flow, 
the  very  dams  wliich  are  built  to  restrain  them  are  endangered;  the 
canals  and  locks  on  their  banks  are  swept  away,  the  abattis,  cribbing, 
and  dike  are  destroyed  or  rendered  useless. 

The  work  of  the  engineer  to  protect  and  develop  the  large  river 
becomes  useless  unless  it  is  protected  by  the  forest.  In  the  Appalach- 
ians, in  the  Rocky  Mountain  region,  and  in  the  Southwest,  and  indeed 
wherever  forest  influences  are  liigh,  the  river  engineer  and  the  for- 
ester must  work  hand  in  hand. 


17.  THE  GALLATIN  REPORT 


[Note. — The  earliest  movement  toward  developing  the  inland  water- 
ways of  the  country  began  when,  under  the  influence  of  George  Wash- 
ington, Virginia  and  Maryland  appointed  commissioners  primarily 
to  consider  the  navigation  and  improvement  of  the  Potomac;  they 
met  in  1785  in  Alexandria  and  adjourned  to  Mount  Vernon,  where 
they  planned  for  extension,  pursuant  to  which  they  reassembled  with 
representatives  of  other  States  in  Annapolis  in  1786;  again  finding 
the  task  a  growing  one,  a  further  conference  was  arranged  in  Phila- 
delphia in  1787,  with  delegates  from  all  the  States.  There  the  delib- 
erations resulted  in  the  framing  of  the  Constitution,  whereby  the 
thirteen  original  States  were  united  primarily  on  a  commercial  basis — 
the  commerce  of  the  times  being  chiefly  by  water. 

Next  in  importance  to  this  initial  waterway  movement  was  its 
continuation  by  Albert  Gallatin  as  Secretary  of  the  Treasury.  The 
body  of  his  report,  now  just  a  century  old,  forms  a  summary  of  facts 
and  principles  not  only  of  great  historic  interest  but  of  no  small 
practical  value  even  to-day;  the  extended  appendix,  relating  as  it 
does  to  localities  and  conditions  of  diminished  relative  importance, 
is  of  less  value;  though  some  of  the  contributions,  like  that  of  Robert 
Fulton,  remain  of  much  interest.  Gallatin's  work,  in  conjimction 
with  that  of  George  Washington,  may  be  said  to  have  inaugurated 
the  waterway  policy  of  the  United  States. 

The  next  epoch  in  the  movement  was  marked  some  seventy  years 
later  by  the  investigations  and  report  of  the  Windom  committee, 
although  the  plans  and  recommendations  of  Senator  (and  Secretary) 
Windom  and  his  colleagues  received  less  attention  than  was  antici- 
pated, of  course  by  reason  of  the  rapid  growth  of  interest  in  railways. 
Perhaps  the  most  notable  result,  albeit  rather  an  indirect  than  a 
direct  one,  appeared  in  the  improvement  of  the  Passes  at  the  mouth 
of  the  Mississippi  with  the  development  of  navigation  in  that  river 
through  the  Eads  jetty  system,  which  opened  an  era  in  river  control 
by  engineering  devices.  The  Windom  report,  too,  is  of  both  historic 
and  practical  interest,  although  the  appended  matter  pertaining 
to  special  localities  and  passing  conditions  is  of  less  value. 

The  body  of  the  Gallatin  report  is  reprinted  from  the  edition 
appearing  in  "American  State  Papers,"  Misceflaneous,  vol.  1  (1834), 
pages  724-741 ;  of  the  voluminous  appendix,  extending  to  page  921, 
only  the  Fulton  report  is  reprinted  in  the  following  pages. — W  JM.l 

535 


BOADS  AND  CANALS. 

(Communicated  to  the  Senate,  April  6,  1808.) 

Treasury  Department,  April  4,  1808. 

Sir:  I  have  the  honor  to  transmit  a  report  respecting  roads  and 
canals,  prepared  in  obedience  to  the  resolution  of  the  Senate  of  the 
2d  of  March,  1807.  It  has  been  unavoidably  delayed  much  later 
than  was  desirable,  or  had  been  expected.  Although  early  steps  had 
been  taken  for  obtaining  the  necessary  information,  the  most  impor- 
tant documents  were  not  received  till  long  after  the  commencement 
of  the  session,  some,  indeed,  within  the  last  ten  days.  To  analyze 
the  whole,  to  select,  arrange,  and  condense  the  most  interesting  facts 
was  also  a  work  of  some  labor.  Time  has  not  permitted  to  present 
the  report  in  a  more  satisfactory  form;  but  the  mass  of  facts  which 
has  been  collected  wall,  it  is  hoped,  be  of  some  public  utility. 

I  have  the  honor  to  be,  with  great  respect,  sir,  your  most  obedient 
servant, 

Albert  Gallatin. 

Hon.  George  Clinton,  President  of  the  Senate. 

The  Secretary  of  the  Treasury,  in  obedience  to  the '  resolution  of 
the  Senate  of  the  2d  March,  1807,  respectfully  submits  the  following 
report  on  roads  and  canals : 

The  general  utility  of  artificial  roads  and  canals  is  at  this  time  so 
universally  admitted  as  hardly  to  require  any  additional  proofs.  It 
is  sufficiently  evident  that  whenever  the  annual  expense  of  transporta- 
tion on  a  certain  route  in  its  natural  state  exceeds  the  interest  on  the 
capital  employed  in  improving  the  communication,  and  the  annual 
expense  of  transportation  (exclusively  of  the  tolls)  by  the  improved 
route,  the  difference  is  an  annual  additional  income  to  the  nation. 
Nor  does  in  that  case  the  general  result  vary,  although  the  tolls  may 
not  have  been  fixed  at  a  rate  sufficient  to  pay  to  the  undertakers  the 
interest  on  the  capital  laid  out.  They,  indeed,  when  that  happens 
lose;  but  the  community  is  nevertheless  benefited  by  the  undertak- 
ing. The  general  gain  is  not  confined  to  the  difference  between  the 
expense  of  the  transportation  of  those  articles  which  had  been  for- 
merly conveyed  by  that  route,  but  many  which  were  brought  to 
market  by  other  channels  will  then  find  a  new  and  more  advantage- 
ous direction,  and  those  which  on  account  of  their  distance  or  weight 
could  not  be  transported  in  any  manner  whatever  will  acquire  a 
value  and  become  a  clear  addition  to  the  national  wealth.  Those 
and  many  other  advantages  have  become  so  obvious  that  in  countries 
possessed  of  a  large  capital,  where  property  is  sufficiently  secure  to 
induce  individuals  to  lay  out  that  capital  on  permanent  undertak- 
ings, and  where  a  compact  population  creates  an  extensive  commer- 
cial intercourse,  wathin  short  distances,  those  improvernents  may 
often  in  ordinary  cases  be  left  to  individual  exertion  without  any 
direct  aid  from  Government. 

536 


THE   GALLATIN   REPORT  537 

There  are,  however,  some  circumstances  which  whilst  they  render 
the  facility  of  communications  throughout  the  United  States  an 
object  of  primary  importance  naturally  check  the  application  of 
private  capital  and  enterprise  to  improvements  on  a  large  scale. 

The  price  of  labor  is  not  considered  as  a  formidable  obstacle, 
because  whatever  it  may  be  it  equally  affects  the  expense  of  trans- 
portation, which  is  saved  by  the  improvement,  and  that  of  effecting 
the  improvement  itself.  The  want  of  practical  knowledge  is  no 
longer  felt,  and  the  occasional  influence  of  mistaken  local  interests 
in  sometimes  thwarting  or  giving  an  improper  direction  to  public 
improvements  arises  from  the  nature  of  man  and  is  common  to  all 
countries.  The  great  demand  for  capital  in  the  United  States  and 
the  extent  of  territory  compared,  witn  the  population  are,  it  is  be- 
lieved, the  true  causes  which  prevent  new  undertakings  and  render 
those  already  accomplished  less  profitable  than  had  been  expected. 

1.  Notwdthstandmg  the  great  increase  of  capital  during  the  last 
fifteen  years,  the  objects  for  which  it  is  required  continue  to  be  more 
numerous,  and  its  application  is  generally  more  profitable  than  in 
Europe.  A  small  portion  therefor  is  applied  to  objects  which  offer 
only  the  prospect  of  remote  and  moderate  profit.  And  it  also  hap- 
pens that  a  less  sum  being  subscribed  at  first  than  is  actually  requi- 
site for  completing  the  work,  this  proceeds  slowly;  the  capital 
applied  remains  unproductive  for  a  much  longer  time  than  was 
necessary,  and  the  mterest  accruing  during  that  period  becomes,  in 
fact,  an  injurious  addition  to  the  real  expense  of  the  undertaking. 

2.  The  present  population  of  the  United  States,  compared  with 
the  extent  of  territory  over  which  it  is  spread,  d.oes  not,  except  in  the 
vicinity  of  the  seaports,  admit  that  extensive  commercial  intercourse 
within  short  distances,  which  in  England  and  some  other  countries 
forms  the  prmcipal  support  of  artificial  roads  and  canals.  With  a 
few  exceptions  canals  particularly  can  not  in  America  be  undertaken 
with  a  view  solely  to  the  intercourse  between  the  two  extremes  of 
and  along  the  intermediate  ground  which  they  occupy.  It  is  neces- 
sary in  order  to  be  productive  that  the  canal  should  open  a  commu- 
nication with  a  natural  extensive  navigation  which  will  flow  through 
that  new  channel.  It  follows  that  whenever  that  navigation  requires 
to  be  improved,  or  when  it  might  at  some  distance  be  connected  by 
another  canal  to  another  navigation,  the  first  canal  will  remain  com- 
paratively unproductive  until  the  other  improvements  are  effected, 
until  the  other  canal  is  also  completed.  Thus  the  intended  canal 
between  the  Chesapeake  and  Delaware  will  be  deprived  of  the  addi- 
tional benefit  arising  from  the  intercourse  between  New  York  and 
the  Chesapeake  until  an  inland  navigation  shall  have  been  opened 
between  the  Delaware  and  New  York.  Thus  the  expensive  canals 
completed  around  the  falls  of  Potomac  wdll  become  more  and  more 
productive  in '  proportion  to  the  improvement,  first,  of  the  naviga- 
tion of  the  upper  branches  of  the  river,  and  then  of  its  communica- 
tion with  the  western  waters.  Some  works  already  executed  are 
unprofitable:  many  more  remain  unattempted,  because  theii-  ulti- 
mate productiveness  depends  on  other  improvements  too  extensive 
or  too  distant  to  be  embraced  by  the  same  individuals. 

The  General  Government  can  alone  remove  these  obstacles. 
With  resources  amply  sufficient  for  the  completion  of  every  prac- 
ticable improvement,  it  will  always  supply  the  capital  wanted  for 

.31673— S.  Doc.  .32.^,  H0-] 35 


538  EEPOET    OF    THE    INLAND    WATERWAYS    COMMISSION 

any  work  which  it  may  undertake,  as  fast  as  the  work  itself  can 
progress;  avoiding  thereby  the  ruinous  loss  of  interest  on  a  dormant 
capital,  and  reducing  the  real  expense  to  its  lowest  rate. 

With  these  resources  and  embracing  the  whole  Union,  it  will  com- 
plete on  any  given  line  all  the  improvements,  however  chstant,  which 
may  be  necessary  to  render  the  whole  productive,  and  eminently 
beneficial. 

The  early  and  efficient  aid  of  the  Federal  Government  is  recom- 
mended by  still  more  important  considerations.  The  inconveniences, 
complaints,  and  perhaps  dangers,  wliicli  may  result  from  a  vast 
extent  of  territory,  can  no  otherwise  be  radically  removed  or  prevented 
than  by  opening  speedy  and  easy  communications  through  all  its 
parts.  Good  roads  and  canals  will  shorten  distances,  facilitate  com- 
mercial and  personal  intercourse,  and  unite,  by  a  still  more  intimate 
community  of  interests,  the  most  remote  quarters  of  the  United  States. 
No  other  single  operation,  within  the  power  of  government,  can  more 
effectually  tend  to  strengthen  and  perpetuate  that  union  which 
secures  external  independence,  domestic  peace,  and  internal  hberty. 

With  that  view  of  the  subject  the  facts  respecting  canals,  which 
have  been  collected  in  pursuance  of  the  resolution  of  the  Senate,  have 
been  arranged  under  the  following  heads : 

1.  Great  canals,  fi'om  north  to  south,  along  the  Atlantic  seacoast. 

2.  Communication  between  the  Atlantic  and  western  waters. 

3.  Communications  between  the  Atlantic  waters,  and  those  of  the 
Great  Lakes,  and  river  St.  Lawrence. 

4.  Interior  canals. 

GREAT    CANALS    ALONG    THE    ATLANTIC    SEACOAST. 

The  map  of  the  United  States  will  show  that  they  possess  a  tide 
water  inland  navigation,  secure  from  storms  and  enemies,  and  wliich, 
from  Massachusetts  to  the  southern  extremity  of  Georgia,  is  prin- 
cipally, if  not  solely,  interrupted  by  four  necks  of  land.  These  are 
the  Isthmus  of  Barnstable,  that  part  of  New  Jersey  which  extends 
from  the  Raritan  to  the  Delaware,  the  peninsula  between  the  Dela- 
ware and  the  Chesapeake,  and  that  low  and  marshy  tract  which 
divides  the  Chesapeake  from  Albemarle  Sound.  It  is  ascertained 
that  a  navigation  for  sea  vessels,  drawing  eight  feet  pf  water,  may  be 
effected  across  the  three  last,  and  a  canal  is  also  believed  to  be  prac- 
ticable, not,  perhaps,  across  the  Isthmus  of  Barnstable,  but  from  the 
harbor  of  Boston  to  that  of  Rhode  Island.  The  Massachusetts  Canal 
would  be  about  twenty-six,  the  New  Jersey  about  twenty-eight,  and 
each  of  the  two  southern  about  twenty-two  miles  in  length,  making 
altogether  less  than  one  hundred  miles. 

Should  this  great  work,  the  expense  of  wliich,  as  will  hereafter  be 
shown,  is  estimated  at  about  three  millions  of  dollars,  be  accomj^lished, 
a  sea  vessel  entering  the  first  canal  in  the  harbor  of  Boston  would, 
through  the  bay  of  Rhode  Island,  Long  Island  Sound,  and  the  harbor 
of  New  York,  reach  Brunswick  on  the  Raritan;  thence  pass  through 
the  second  canal  to  Trenton  on  the  Delaware,  down  that  river  to 
Christiana  or  Newcastle,  and  through  the  tliird  canal  to  Elk  River  and 
the  Chesapeake,  whence,  sailing  down  that  bay  and  up  Elizabeth 
River,  it  would,  through  the  fourth  canal,  enter  the  Albemarle  Sound, 
and  by  PamHco,  Core,  and  Bogue  sounds,  reach  Beaufort  and  Swans- 


THE    GALLATIX    REPORT  539 

borough  in  North  Carolina.  From  the  last-mentioned  place,  the 
inland  navigation,  through  Stumpy  and  Toomer's  sounds,  is  continued 
\ntli  a  chminished  draught  of  water,  and  by  cutting  two  low  and 
narrow  necks,  not  exceecling  tlu-ee  miles  together,  to  Cape  Fear  River, 
and  thence  by  an  open  but  short  and  direct  run  along  the  coast  is 
reached  that  cluiin  of  islands  between  wliich  and  the  main  the  inland 
navigation  is  continued,  to  St,  Marys  along  the  coast  of  South  Carolina 
and  Georgia.  It  is  unnecessary  to  add  any  comments  on  the  utility 
of  the  work,  in  peace  or  war,  for  the  transportation  of  merchandise 
or  the  conveyance  of  persons. 

The  several  papers  untler  the  letter  A,  heremth  transmitted,  con- 
tain the  information  wliich  has  been  received  on  those  several  intended 
communications.     The  substance  udll  now  be  stated. 

I.  Massachusetts  Canal. 

1.  Sandwich  Isthmus  between  Ba"rnstable  Bay  on  the  north  and 
Buzzards  Bay  on  the  south  had  first  attracted  the  public  attention. 
Surveys  and  levels  were  taken  for  the  purpose  of  ascertaining  the 
practicabihty  of  opening  a  cross  cut  to  be  supplied  by  the  sea  itself 
from  the  mouth  of  Back  River  in  Buzzards  Bay  to  the  mouth  of 
Scusset  River  in  Barnstable  Bay. 

The  (hstance  was  found  to  exceed  seven  miles;  the  elevation  of  the 
liighest  intermediate  ground  is  forty  feet  above  low  water  mark  in 
Barnstable  Bay ;  the  depth  of  water  at  the  mouth  of  Black  River  does 
not,  at  low  water,  exceed  seven  feet  and  a  half,  and  the  channel  to  that 
spot  through  Buzzards  Bay  is  obstructed  by  shoals.  The  tide  wliich 
rises  but  tliree  feet  and  a  half  in  that  bay  rises  three  hours  and  a  half 
later,  and  more  than  eighteen  feet  in  that  of  Barnstable.  The  shore 
on  which  that  formidable  tide  would  operate  is  an  open  beach  without 
any  harbor  or  shelter  whatever.  Independent  of  other  obstacles,  it 
was  apprehended  that  the  same  natural  causes  wliich  had  formed  the 
isthmus  might  fill  the  canal,  or  make  a  bar  at  its  entrance,  and  the 
])roject  seems  to  have  been  abandoned. 

2.  The  ground  was  also  examined  between  Barnstable  Harbor  on 
the  north  and  Hyanus  Harbor  on  the  south  at  some  distance  east  of 
Sandwich.  The  breadth  of  the  peninsula  does  not  exceed  here  four 
miles  and  a  half,  and  there  would  be  a  harbor  at  each  end  of  the  canal. 
The  same  difference  exists  in  the  tides  which  rise  four  feet  in  Hyanus 
and  sixteen  feet  in  Barnstable  Harbor.  The  entrance  of  this  is 
obstructed  b}^  shoals,  but  the  great  obstacle  to  a  cross  cut  is  the 
elevation  of  the  intermediate  ground,  estimated  at  eighty  feet  above 
tide  water.  Navigable  ponds  on  that  liigh  ground  might,  perhaps, 
form  part  of  a  lock  canal,  and  supply  the  remainder  with  water; 
but  a  canal,  frozen  in  winter,  would  not  have  effected  the  great 
object  in  view,  wliich  was  to  enable  vessels  from  sea  to  proceed  in 
milter  from  Marthiis  Vineyard  to  Boston  %vithout  saiHng  around  Cape 
Cod.  Although  the  difficulty  of  the  navigation  from  Boston  to  Barn- 
stable diminishes,  the  utility  of  this  communication,  as  one  of  the  great 
Unks  in  tliis  hue  of  inland  navigation,  it  may  be  resorted  to  should 
that  which  ^\^ll  be  next  mentioned  prove  impracticable  for  sea  vessels. 

3.  The  attention  of  the  legislature  of  Massachusetts,  under  whose 
authority  the  grounds  at  Sandwich  and  Barnstable  had  been  examined. 


540  REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

has  lately  been  turned  to  a  direct  communication  between  Weymouth 
landing,  within  the  harbor  of  Boston  and  Taunton  River,  which 
empties  into  the  bay  of  Rhode  Island.  A  favorable  report  has  been 
made  during  the  last  session,  of  which  a  copy  has  lately  been  obtained. 
The  distance  from  tide  water  to  tide  water  is  twenty-six  miles  by 
one  route  and  twentj^-three  and  a  quarter  miles  by  another.  The 
highest  intermediate  ground  is  one  hundred  and  thirty-three  feet 
above  tide  water,  but  maybe  reduced  ten  feet  by  digging  to  that  depth 
the  length  of  a  mile.  Two  ponds,  known  by  the  name  of  Weymouth 
and  Cranberry,  the  largest  and  least  elevated  of  which  covers  five 
hundred  acres  and  is  fourteen  feet  higher  than  the  summit  of  the 
proposed  canal,  will  supply  the  upper  locks  with  water  by  feeders 
four  miles  long.  Whether  the  quantity  of  water  contained  in  those 
ponds,  and  estimated  equal  to  a  daily  supply  of  450,000  cubic  feet, 
wall  be  sufficient  for  a  sloop  navigation,  and  whether  any  other  ponds 
or  streams  may  be  brought  in  aid,  does  not  seem  to  be  fully  ascertained 
After  descending  twenty  feet  towards  Weymouth  and  seventy  towards 
Taunton  an  ample  supply  for  the  lower  locks  will  be  derived  from 
other  large  ponds,  the  principal  of  which  are  known  by  the  names  of 
Braintree  and  Nippinitic.  The  expense  may,  on  a  supposition  that 
the  route  is  partly  through  a  rocky  soil,  be  estimated  as  follows: 

Digging  twenty-six  miles,  at  $30,000  per  mile $780,  000.  00 

Lockage,  two  hundred  and  sixty  feet,  at  $1,250  a  foot 325, 000.  00 

Feeders,  purchase  of  land,  &c 145, 000.  00 

1,  250, 000.  00 
II.  New  Jersey  Canal. 

A  company  was  incorporated  some  years  ago  by  the  legislature  of 
New  Jersey  for  opening  a  canal  between  the  Raritan  and  the  Dela- 
ware. Acting  under  the  erroneous  opinion  that  the  navigation  of 
small  rivers  might  be  improved  and  used  as  a  canal,  the  company 
intended' to  have  united,  by  a  cross  cut  of  one  mile,  the  Assampink 
or  Trenton  Ci-eek  with.  Stony  Brook,  a  branch  of  Millstone  River,  and 
to  have  descended  Trenton  Creek  to  the  Delaware  and  Stony  Brook 
and  jVIillstone  River  to  the  Raritan.  The  capital,  which  was  inade- 
quate, was  not  paid;  but  their  survey  of  the  intended  route  has  shown 
the  practicabiHty  of  a  canal  for  sea  vessels  on  a  proper  plan.  The 
distance  from  Brunswdck  to  Trenton  is  twenty-six  miles,  and  the  only 
obstacle  on  the  way  is  the  ''sand  liills,"  some  distance  west  of  Bruns- 
wick, These  may,  it  is  said,  be  avoided  by  a  deviation  which  would 
not  increase  the  distance  more  than  two  miles,  and  they  may,  at  all 
events,  be  perforated  as  has  been  done  by  the  turnpike  company, 
who  have  opened  a  road  on  a  straight  line  between  the  two  towns 
■sdthout  having  in  any  place  an  angle  of  ascent  of  more  than  three 
degrees.  The  liighest  intermediate  ground  between  Assampink  and 
Stony  Brook  is  only  fifty  feet  above  tide  water,  and  it  is  suggested 
that  the  summit  level  may  be  taken  seven  feet  lower,  cutting  seven 
miles  through  a  level  meadow  between  the  confluence  of  the  Assam- 
pink and  Sliippetankin  creeks  and  Rowley's  Mill,  near  the  confluence 
of  Stony  Brook  and  Millstone  River. 

An  adequate  smjply  of  water  wall  be  drawn  by  short  feeders  from 
Philip's  Springs,  Trenton  Creek,  Stony  Brook,  and  Millstone  River, 
all  of  which  arc  more  elevated  than  the  route  of  the  canal,  the  ''sand 
hills"  excepted. 


THE   GALLATIN    REPORT  541 

The  deptk  of  water  at  the  two  extremities  of  the  ©anal  taken  a.t  low 
water  are  — —  feet  at  Brunswick,  and  ten  feet  at  Lamberton,  one 
mile  below  Trenton. 

The  expenses  may  be  estimated  as  follows: 

Digging  twenty-eight  miles,  at^$20,000  per  mile $560,  000.  00 

Lockage,  one  hundred  feet  (probably  less),  at  $1,250  per  foot 125, 000.  00 

Feeders,  purchase  of  land  and  water  rights 115,  000.  00 

800,  000.  000 
III.  Delaware  and  Chesapeake  Canal. 

A  company  incorporated  by  the  States  of  Delaware  and  Maryland 
for  opening  this  canal  has  commenced  its  operations;  now  suspended 
for  want  of  funds. 

The  canal  will  commence  at  Welsh  Point,  on  Elk  Kiver,  an  arm  of 
the  Chesapeake,  and  terminate  at  a  distance  of  twenty-two  miles  on 
Christiana  Creek,  a  branch  of  the  Delaware.  At  low  water  the  depth 
of  water  in  Christiana  is  nine  feet,  and  in  Elk  twelve  feet,  within  one 
hundred  feet  from  the  shore.  The  tide  rises  four  feet  in  both  rivers. 
The  canal  might,  "vvdthout  increasing  the  distance,  be  conducted  to 
Newcastle  on  the  Delaware  itself,  instead  of  ending  on  Christiana 
Creek. 

The  highest  intermediate  ground  over  wliich  the  canal  will  be 
carried  on  a  level  of  thirteen  miles  in  length  is  seventy-four  feet 
above  tide  water,  the  descent  being  effected  by  nine  locks  on  each  side. 
The  digging  is  generally  easy,  no  expensive  aqueducts  or  bridges, 
nor  any  other  obstacle  but  those  which  have  already  been  overcome  in 
digging  the  feeder  through  a  very  rocky  soil. 

The  supply  of  water  drawn  from  Elk  Eiver  by  a  feeder  six  miles  in 
length,  already  completed,  which  is  itself  a  boat  canal  three  feet  and  a 
half  deep,  umted  by  a  lock  of  ten  feet  lift  with  the  main  canal,  is 
calculated  to  fill  daily  one  hundred  and  forty-four  locks,  a  quantity 
sufficient  on  an  average  for  the  daily  passage  of  twenty-four  vessels. 
A  reservoir  covering  thirty,  and  wliich  may  be  increased  to  one  hun- 
dred and  fifty,  acres  will  supply  occasional  deficiencies.  Other 
reservoirs  may  be  added,  and  Christian,  White,  and  Clay  creeks  may 
hereafter  be  brought  in  aid  of  Elk  River  if  the  supply  should  prove 
too  scanty  for  an  increased  navigation. 

The  canal  twentj^-six  feet  wide  at  the  bottom  and  fifty  on  the  top 
on  the  water  fine,  being  dug  at  the  depth  of  eight  feet,  is  intended  for 
vessels  of  forty  to  seventy  tons,  draAving  seven  and  a  half  feet  water; 
but  the  banks,  twenty  feet  wdde  for  towing  paths  and  one  of  which 
may  be  converted  into  a  turnpike  road,  being  raised  three  feet  above 
the  level  of  the  water,  will,  by  increasing  the  height  of  the  lock  gates 
one  foot,  admit  a  depth  of  mne  feet  of  water  in  the  canal,  at  which 
depth  it  would  perha])s  be  eHgible  to  dig  at  once.  The  locks,  eighty 
feet  long,  eighteen  feet  wide,  and  eight  or  nine  feet  deep  over  the  gate- 
sills,  containing  each  eleven  thousand  five  hundred  to  tliirteen  thou- 
sand cubic  feet  of  water  and  with  a  Hf t  of  eight  to  nine  feet  each,  will 
be  constructed  of  hewn  stone  laid  in  tarras.  Those  dimensions,  both 
of  the  canal  and  locks  recommended  by  Mr.  Latrobe,  the  engineer  of 
the  canal,  may  be  adopted  in  all  the  other  canals  for  sea  vessels  on  this 
line  of  communication. 


542  BEPOBT    OP    THE   INLAND    WATERWAYS   COMMISSION 

Tlic  preseiil  annual  carriage  across  the  peninsula,  which  would  be 
drawn  through  the  canal,  is  estimated  at  forty-two  thousand  tons, 
exclusively  of  passengers.  This  will  be  greatly  increased  by  the 
facility  wliich  the  canal  itself  will  afford  to  the  commercial  intercourse 
between  the  two  bays  and  to  the  conveyance  of  articles  now  carried 
through  other  channels,  or  too  heavy  for  transportation  at  the  present 
expense  of  carriage.  The  coals  wanted  for  Pliiladelphia,  and  wMch, 
brought  down  from  the  sources  of  the  Susquehannah  and  Potomac, 
but  principally  from  the  vicinity  of  Richmond^  would  naturally  pass 
through  the  canal,  have  been  alone  estimated  at  more  than  one  hun- 
dred thousand  tons  a  year.  The  annual  carriage  of  all  articles  may, 
in  the  present  state  of  population,  be  fairly  estimated  at  one  hundred 
and  fifty  thousand  tons,  and  the  direct  annual  saving  to  the  com- 
munity at  $300,000;  being  at  the  rate  of  two  dollars  a  ton  for  the 
difference  between  land  and  water  carriage  across  the  peninsula,  after 
paying  the  tolls.  These,  at  the  rate  of  fifty  cents  a  ton,  wall  give  to  the 
undertakers  a  revenue  of  $75,000,  leaving,  after  a  deduction  of  $10,000 
for  annual  repairs  and  of  $10,000  more  for  attendance  and  contin- 
gencies, a  net  income  of  $55,000. 

The  expenses  of  the  whole  work  are  estimated  as  follows: 

Digging  twenty-two  miles,  at  $20,000  a  mile |440,  000.  00 

Eighteen  locks,  at  $10,000  each 180,  000.  00 

(The  whole  lockage,  being  one  hundred  and  forty-eight  feet,  would,  at 
$1,250  a  foot,  amount  to  $185,000.00.) 

P'eeder,  (nearly  completed)  reservoirs,  lock  at  the  feeder,  purchase  of 

water  rights  and  land,  including  a  debt  of  dollars,  due  by  the 

company 230, 000.  00 

850, 000.  00 

The  interest  on  w^hich  sum  at  6  per  cent  is  $51,000. 

The  capital  originally  subscribecl  amounted  to  $400,000,  divided 
into  two  thousand  shares  of  two  hundred  dollars  each.  One-half 
of  these  has  been  forfeited,  after  a  small  payment  of  five  dollars  on 
each  share;  $100,000  paid  by  the  other  stockholders  have  been 
expended  in  preparatory  measures  in  the  purchase  of  water  rights 
and  in  digging  the  feeder,  which  was  considered  as  the  most  difficult 
part  of  the  work;  $750,000  are  still  wanted  to  complete  the  work,  of 
which  sum  $100,000  are  payable  by  the  stockholders,  and  the  defi- 
ciency of  $650,000  must  be  drawn  from  other  sources. 

IV.  Chesapeake  and  Albemarle. 

1.  The  shortest  communication  between  the  Chesapeake  and 
Albemarle  Sound  is  from  North  Landing,  at  the  head  of  tlie  tide  of 
Northwest  River,  which  erhpties  into  Currituck  Inlet,  the  eastern- 
most arm  of  Albemarle  to  either  Kemps ville  or  Great  Bridge,  at  the 
head  of  the  tide  of  two  dift'erent  branches  of  the  south  branch  of 
Elizabeth  River,  which,  passing  by  Norfolk,  unites  at  Hampton 
Roads  with  James  River  and  the  Chesapeake.  The  distance  is  stated 
at  seven  miles,  and  the  levels  said  to  be  favorable.  It  is  believed 
that  the  principal  reason  why  this  communication  has  not  been 
attempted  is  a  bar  in  Currituck  Inlet  which  does  not  admit  the  passage 
of  vessels  drawing  five  feet  water. 


THE   OALLATIK    KEPOKr  543 

2.  A  company  incorporated  by  the  States  of  \'irginia  and  Noitli 
Carolina  for  o])ening  a  canal  throngh  the  Dismal  Swamp  has  made 
considerable  progress  in  the  work. 

The  canal  extends  twenty-two  miles  in  length  from  Deep  Creek, 
a  branch  of  the  south  branch  of  Elizabeth  River,  seven  miles  above 
Norfolk  to  Joyces  Creek,  a  branch  of  Pasquotank  River,  a  northern 
arm  of  Albemarle  Sound.  Vessels  drawing  eight  to  nine  feet  water 
may  ascend  both  creeks  to  each  extremity  of  the  canal. 

The  intervening  ground  along  the  eastern  margin  of  the  Dismal 
Swamp  is  almost  level,  the  rise  towards  the  middle  not  exceeding 
two  feet  above  the  two  extremities,  which  are  onh'  eighteen  feet  and 
nine  inches  above  tide  water.  The  digging  is  very  easy;  the  only 
obstacles  arise  from  the  stumps  and  roots  of  trees,  and  are  nearly 
overcome;  and  a  single  aqueduct  or,  rather,  culvert  over  a  small 
run  emptying  into  the  Northwest  River  is  necessary. 

The  swamp  itself  supplies  at  the  depth  at  which  the  canal  is  cut 
the  water  which  has  heretofore  been  wanted,  and  a  sufficient  supply 
may  be  drawn  by  a  feeder  of  three  miles  and  a  half  in  length,  cut 
through  a  perfect  level  from  Lake  Drummond,  a  natural  reservoir 
in  the  center  of  the  swamp  of  fifteen  miles  in  circumference  and  about 
six  feet  higher  than  the  water  in  the  canal. 

The  canal  as  cut  by  the  company  is  twenty-four  feet  wide  and  six 
feet  deep,  with  one  bank  on  the  west  side  for  a  towing  path  eighteen 
feet  broad.  The  whole  digging,  with  the  exception  of  two  miles, 
which  must  be  deepened  three  feet,  and  of  three-quarters  of  a  mile  in 
another  place  not  entirely  finished,  has  been  completed.  The  locks 
at  the  two  extremities  of  the  canal  are  not  built,  but  two  have  been 
erected  at  some  distance  from  each  extremity,  probably  in  order  to 
save  some  digging  in  the  intervening  space ;  they  are  made  of  square 
juniper  logs  and  have  cost  only  three  hundred  dollars  each. 

The  expense  of  digging  has  not  exceeded  four  thousand  dollars  a 
mile;  the  whole  capital  expended  amounts  to  one  hundred  thousand 
dollars,  of  which  the  State  of  Virginia  has  furnished  seventeen  thou- 
sand five  hundred ;  and  it  is  stated  that  the  whole  work  may  be  com- 
pleted in  one  year,  and  will  not,  including  the  locks  and  the  payment 
of  some  debts  contracted  by  the  company,  exceed  twenty-five  thou- 
sand dollars.  But  the  canal  which  by  the  original  act  of  incorpora- 
tion was  to  be  thirty-two  feet  wide  and  eight  feet  deep,  can,  on  its 
present  plan,  be  considered  only  as  a  local  object,  the  principal 
utility  or  which  consists  in  bringing  to  market  the  otherwise  useless 
lumber  of  the  swamp.  The  only  boats  which  navigate  it  are  flats, 
forty  feet  long,  six  feet  wide,  drawing  two  feet  of  water,  and  carrying 
eight  thousand  shingles. 

It  must,  in  order  to  become  a  national  object,  be  capable  of  receiv- 
ing vessels  which  navigate  Albemarle  Sound,  and  for  that  purpose 
be  restored  to  its  first  intended  dimensions,  or  rather  be  widened  and 
deepened  on  the  plan  adopted  for  the  Chesapeake  and  Delaware 
Canal.     The  expense  would  be  as  follows: 

Digging,  ^^z,  deepening  to  8  feet,  preserving  the  same  level  the  whole 
way,  and  widening  to  a  proper  breadth,  22  miles,  at  eight  thousand 

dollars  a  mile $176,  000.  00 

Four  stone  locks,  at  ten  thousand  dollars 40,  000.  00 

Feeder  to  Lake  Drummond,  aqueduct,  and  contingencies 34,  000.  00 

250, 000.  00 


544  EEPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

3.  The  last-nieiitioiied  canal  is  in  the  most  direct  Une  of  the  com- 
munication through  Albemarle  to  Pamlico  Sound  and  the  adjacent 
southern  sounds.  It  has  been  objected  that  the  navigation  of 
Pasquotank  River  was  intricate,  and  that  it  would  be  more  advanta- 
geous to  open  a  communication  with  Chowan  River,  wdiich,  passing 
by  Edenton  and  then  uniting  with  the  Roanoke,  forms  Albemarle 
Sound. 

A  company  was  incorporated  for  that  purpose,  but  the  capital  was 
not  filled,  and  no  other  operation  performed  but  surveying  the 
ground.  The  intended  canal  on  that  route  would  commence  at 
Suffolk  on  Nansemond  River,  which  empties  into  James  River  a  few 
miles  above  and  west  of  the  mouth  of  Elizabeth  River,  and  passing 
along  the  western  margin  of  the  Dismal  Swamp  would  reach,  at  a 
computed  distance  of  thirty  miles.  Gates  Court  House  on  Bennets 
Creek,  a  branch  of  Chowan  River,  which  vessels  drawing  ten  feet  of 
water  may  ascend  to  that  spot. 

The  highest  intermediate  ground  is  twenty-eight  feet  above  tide- 
water, and,  consequently,  higher  than  the  surface  of  Lake  Drum- 
mond.  But  Bennets  Creek  and  Curripeake  Swamp  were  considered 
as  affording  a  sufficient  supply  of  water.  Should  this  prove  adequate 
the  principal  objection  to  this  route  will  be  that  the  canal  lands  at 
Suffolk  instead  of  Norfolk.  This  consideration  and  the  capital 
already  expended  on  the  canal  from  Elizabeth  River  to  Pasquotank 
seem  to  give  a  preference  to  this  course.  To  which  may  be  added, 
that  if  it  be  preferable  to  strike  the  waters  of  Chowan  River  a  lateral 
canal  may  be  hereafter  opened  along  the  southern  margin  of  the 
Dismal  Swanip,  from  the  southern  extremity  of  the  Elizabeth  and 
Pasquotank  Cfanal  to  Bennets  Creek  or  Edenton.  Wliatever.  route 
may,  after  a  critical  examination  of  the  ground,  be  thought  the  most 
eligible,  the  opening  of  this  communication  will  be  more  easy  and  less 
expensive  than  either  of  the  three  northern  canals. 

The  following  table  is  a  recapitulation  of  the  distance  to  be  cut  on 
the  whole  line  and  of  the  estimated  expense: 


Canals. 


Massachusetts  Canal 

New  Jersey  Canal 

Delaware  and  Chesapeake  Canal . 
Chesapeake  and  Albemarle  Canal 

Total 


Direction. 


Weymouth  to  Taimton 

Brunswick  to  Trenton 

Christiana  to  Elk 

Elizabeth  River  to  Pasquo- 
tank. 


Distance. 

Lockage. 

Mihs. 

Feet. 

26 

260 

28 

100 

22 

148 

22 

40 

98 


Expense. 


SI,  2.50, 000.  00 
800, 000.  00 
750, 000.  00 
250, 000.  00 


.54,S  !     3,050,000.00 


COMMUNICATIONS     BETWEEN    THE    ATLANTIC     AND    WESTERN    WATERS. 

The  Appalachian  Mountains,  to  use  an  ancient  generic  denomina- 
tion, extend  in  a  direction  west  of  south,  from  the  42d  to  the  34th 
degree  of  north  latitude,  approaching  the  sea,  and  even  washed  by 
the  tide  in  the  State  of  New  York,  and  thence  in  their  southerly 
course  gradually  receding  from  the  seashore.  Viewed  as  a  whole, 
their  breadth  may  be  estimated  at  one  hundred  and  ten  miles,  and 
they  consist  of  a  succession  of  parallel ,  ridges  following  nearly  the 
direction  of  the  seacoast,  irregularly  intersected  b}'^  rivers  and  divided 
by  narrow  valleys.  The  ridge  which  divides  the  Atlantic  rivers 
from  the  western  waters,  generally  known  by  the  name  of  Allegany, 


THE    GALLA'lUN    liKPORT  545 

g reserves  throughout  a  nearl}'  equal  distHiice  of  two  hundred  and 
fty  miles  from  the  Atlantic  Ocean  and  a  nearly  uniform  elevation 
of  three  thousand  feet  above  the  level  of  the  sea. 

Those  mountains  may,  however,  be  perhaps  considered  as  consist- 
ing of  two  principal  chains;  between  these  lies  tlie  fertile  hmestone 
valley,  which,  although  occasionally  interrupted  by  transversal 
ridges,  and  in  one  place  by  the  dividing  or  Allegany  ridge,  may  be 
traced  from  Xewburgh  and  Esopus  on  the  Hudson  River  to  Kiiox- 
ville  on  the  Tennessee. 

The  eastern  and  narrowest  chain  is  the  Blue  Ridge  of  Virginia, 
which  in  its  northeast  course  traverses,  under  various  names,  the 
States  of  Maryland,  Pennsylvania,  and  New  Jersey,  forms  the  -high 
lands  broken  at  West  Point  by  the  tide  of  the  Hudson,  and  then 
uniting  with  the  Green  Mountains,  assumes  a  northerly  direction  and 
divides  the  waters  of  the  Hudson  and  Lake  Champlain  from  those  of 
Connecticut  River.  On  the  borders  of  Virginia  and  North  Carolina 
the  Blue  Ridge  is  united  by  an  mferior  mountain  with  the  great 
western  chain,  and  thence,  to  its  southern  extremity,  becomes  the 
principal  or  dividing  mountain,  discharging  eastwardly  the  rivers 
Roanoke,  Pedee,  Santee,  and  Savannah  into  the  Atlantic  Ocean; 
southwardly,  the  Chatahoochee  and  the  Alabama  into  the  Gulf  of 
Mexico,  and,  westwardly,  the  New  River  and  the  Tennessee.  The 
New  River,  taking  a  northwardly  course,  breaks  through  all  the 
ridges  of  the  great  western  chain,  and  at  a  short  distance  beyond  it 
unites,  under  the  name  of  Kanawha,  with  the  Ohio.  The  Tennessee 
pursues  at  first  a  southwest  direction  between  the  two  chains  until 
having  reached,  and  in  a  westwardly  course  turned,  the  southern 
extremity  of  the  great  western  chain,  it  assumes  a  northwardly 
direction,  and  joins  its  waters  with  those  of  the  Ohio  a  few  miles 
above  the  confluence  of  that  river  with  the  ^lississippi. 

The  western  chain,  much  broader,  and  generally  more  elevated,  is 
kno\\Ti  under  the  name  of  Cumberland  and  Gaule}"  mountains  from 
its  southern  extremity  near  the  great  bend  of  t^lie  Tennessee  River 
until  it  becomes  in  Virginia  the  principal  or  dividing  mountain; 
thence,  in  its  northerly  course,  towards  the  State  of  New  York,  it 
discharges  westwardly  the  Green  Briar  River,  which,  by  its  junction 
with  the  New  River,  forms  the  Kanawha  and  the  rivers  Monongahela 
and  Allegany,  which,  from  their  confluence  at  Pittsburg,  assume  the 
name  of  Ohio.  Eastwardly  it  pours  into  the  Atlantic  Ocean,  James 
River,  the  Potomac,  and  the  Susquehannah.  From  the  northern- 
most and  less  elevated  spurs  of  the  chain  the  Genesee  flows  into 
Lake  Ontario;  and  in  that  quarter  the  northerly  branches  of  the 
Susquehannah  seem  to  take  their  source  from  amongst  inferior 
ridges,  and,  in  their  course  to  the  Chesapeake,  to  break  through  all 
the  mountains.  From  the  Susquehannah  the  principal  chain 
assumes  a  more  eastwardly  direction,  and  washed  on  the  north  by 
the  lateral  valley  of  the  river  Mohawk,  whilst  it  gives  rise  southwardly 
to  the  Delaware,  it  terminates  under  the  name  of  Catskill  Mountain, 
in  view  of  the  tide  w^ater  of  the  Hudson. 

This  description  has  been  introduced  for  the  double  purpose  of 
pomting  out  all  the  rivers  wdiich  can  afford  the  means  of  communica- 
tion and  of  showing  the  impracticability,  in  the  present  state  of 
science,  of  eftecting  a  canal  navigation  across  the  mountains. 


546  REPORT   OF   THE   INLAND    WATERWAYS   COMMISSION 

The  most  elevated  lock  canal  of  wliicb  a  correct  description  has 
been  given  is  that  of  Languedoc;  and  the  highest  ground  over  which 
it  is  carried  is  only  six  hundred  feet  above  the  sea.  It  is  not  believed 
that  any  canal  has  been  undertaken,  or  at  least  completed  in  Eng- 
land, of  an  elevation  exceeding  four  hundred  and  thirty  feet  above 
the  waters  united  by  it.  The  Allegany  Mountain  is  generally,  and 
from  observations  made  in  several  places,  about  three  thousand  feet 
above  the  level  of  the  sea.  The  precise  height  of  the  dividing  ridge 
was  ascertained  by  the  commissioners  who  laid  out  the  United  States 
road  from  Cumberland  on  the  Potomac  to  Brownsville  on  theMonon- 
gahela,  at  two  thousand  two  hundred  and  sixty  feet  above  the  first, 
and  at  two  thousand  one  hundred  and  fifty  feet  above  the  last  river. 
Cumberland,  from  the  levels  taken  b}^  the  Potomac  Company,  is 
itself  seven  hundred  and  thirty-five  feet  above  tide  water.  Although 
some  more  advantageous  and  less  elevated  places  may  be  found, 

Particularly  amongst  the  ridges  which  divide  some  of  the  upper 
ranches  of  the  Susciuehannah  from  the  corresponding  streams 
emptying  into  the  river  Allegan}^,  there  is  none  which  is  not  of  an 
elevation  much  beyond  what  has  ever  been  overcome  by  canals  in 
any  other  country.  The  impracticability  arises  from  the  prmciple 
of  lock  navigation,  which,  in  order  to  effect  the  ascent,  requires  a 
a  greater  supply  of  water  in  proportion  to  the  height  to  be  ascended, 
whilst  the  supply  of  water  becomes  less  in  the  same  proportion. 
Nor  does  the  chain  of  mountains  through  the  whole  extent  v»^here  it 
divides  the  Atlantic  from  the  western  rivers  afford  a  single  pond, 
lake,  or  natural  reservoir.  It  may  be  added  as  a  general  feature  of 
American  geography  that  except  in  the  swamps  along  the  southern 
seacoast  no  lake  is  to  be  found  in  the  United  States  south  of  41° 
north  latitude  and  that  almost  every  river  north  of  42°  issues  from 
a  lake  or  pond. 

The  works  necessary  in  order  to  facilitate  the  communications 
from  the  sea-ports  across  the  mountains  to  the  western  waters  must, 
therefore,  consist  either  of  artificial  roads  extending  the  whole  way 
from  tide  water  to  the  nearest  and  most  convenient  navigable  west- 
em  waters;  or  of  improvements  in  the  navigation  of  the  leading 
Atlantic  rivers,  to  the  highest  practicable  points,  connected  by  arti- 
ficial roads  across  the  mountains,  with  the  nearest  pomts  from  which 
a  permanent  navigation  can  be  relied  on  do\^^l  the  western  waters. 
The  principal  considerations  in  selecting  ])roper  directions  for  those 
communications  are  the  distance  from  the  navigable  western  waters, 
both  to  tide  water,  and  to  the  nearest  navigable  Atlantic  river,  and 
the  extent  of  navigation,  either  natural  or  susceptible  of  improve- 
ment, which  may  be  aft'orded  by  the  rivers;  distance  alone  is  men- 
tioned, so  far  as  relates  to  roads,  because  the  mountains,  however 
insuperable  for  canals,  offer  no  important  impediment  to  land  com- 
munications. So  far  from  being  an  insurmountable  barrier  to  com- 
mercial intercourse  between  the  two  great  sections  of  the  Union,  it 
is  now  ascertained  that  those  mountains  may,  almost  in  every  direc- 
tion, be  crossed  by  artificial  roads  as  permanent,  as  easy,  and  less 
expensive  than  similar  works  in  the  lower  country ;  for  Congress  hav- 
ing, contrary  to  current  opinion,  directed  that  the  road  from  Cumber- 
land to  Brownsville  should  be  laid  out  so  that  its  ascent  should  not 
in  any  place  exceed  an  angle  of  five  degrees  wdth  the  horizon,  no 


THE   GALLATIN    BEPORT  547 

(lilliculty  has  been  experienced  in  eHecting  the  object  witiiout  cutting 
through  hills;  and,  although  the  road  thus  laid  out  be,  in  a  distance 
of  seventy-two  miles,  two  or  three  miles  shorter  than  tliat  heretofore 
in  use. 

Although  the  distance  from  the  sea  to  the  principal  dividing 
mountain,  through  its  whole  length,  between  the  western  sources  of 
the  Sus(|uehannah  and  those  of  the  Savannah,  be  nearly  the  same, 
yet  the  Atlantic  bays  penetrating  the  coast  at  different  depths  and 
in  different  directions,  the  distance  from  the  sea})orts  to  the  nearest 
western  navigable  waters  varies  considerably.  Taken  in  straight 
lines  from  each  port  to  the  nearest  branch,  beyond  all  the  mountains 
of  each  of  the  four  great  western  rivers,  they  may  be  stated  as  follows: 

Miles 
From  Philadelphia  to  the  confluence  of  Conemaugh  and  Loyalhannon,  branches 

of  the  Allegany 220 

From  the  city  of  Washington  to  the  confluence  of  the  rivers  Mouongahela  and 

Cheat 150 

From  Richmond  to  Morris's  on  the  Kanawha,  below  all  the  falls  of  that  river 210 

From  Savannah  or  Charleston  to  any  na\agable  branch  of  the  Tennessee,  the  dis- 
tance exceeds 300 

The  distance  from  the  same  western  points  to  the  upper  naviga- 
tion of  the  corresponding  Atlantic  rivers  can  not  be  stated  with  pre- 
cision, as  the  upper  points,  to  which  the  navigation  of  these  rivers 
may  be  improved,  are  not  yet  ascertained.  The  shortest  portage 
between  the  waters  of  the  Potomac  and  those  of  the  Monongahela, 
in  their  natural  state,  from  West  Point  on  the  Potomac  to  Cheat 
River  below  the  falls,  is  about  fifty  miles  in  a  straight  line;  but,  in 
order  to  secure  a  tolerable  navigation,  particularly  on  the  Potomac, 
the  route  from  Cumberland  to  Brownsville  (Red  Stone  'Old  Fort) 
has  been  preferred,  and  the  distance  by  the  road  lately  laid  out  is 
seventy-two  miles.  The  portage  between  the  north  fork  of  the 
Juniata,  a  branch  of  the  Susquehannah,  and  the  corresponding  waters 
of  the  river  Allegany  is  somewhat  shorter.  That  between  Patton- 
borough,  on  James  River,  and  the  falls  of  the  Kanawha,  exceeds  one 
hundred  miles. 

The  most  prominent,  though  not  perhaps  the  most  insuperable 
obstacle  in  the  navigation  of  the  Atlantic  rivers,  consists  in  their 
lower  falls,  which  are  ascribed  to  a  presumed  continuous  granite  ridge, 
rising  about  one  hundred  and  thirty  feet  above  tide  water.  That 
ridge  from  New  York  to  James  River  inclusively  arrests  the  ascent 
of  the  tide;  the  falls  of  every  river  within  that  space  being  preciseh^ 
at  the  head  of  the  tide;  pursuing  thence  southwardly  a  direction  nearly 
parallel  to  the  mountains,  it  recedes  from  the  sea,  leaving  in  each 
southern  river  an  extent  of  good  navigation  between  the  tide  and  the 
falls.  Other  falls  of  less  magnitude  are  found  at  the  gaps  of  the 
Blue  Ridge,  through  which  the  rivers  have  forced  their  passage. 
Higher  up,  the  rapidity  of  the  northern  rivers,  which  penetrates 
through  the  inferior  ridges  of  the  great  western  chain,  increases  as- 
they  approach  the  dividing  or  Allegany  Mountain,  and  their  sources 
being  nearly  at  the  same  elevation,  their  rapidity  increases  in  pro- 
portion to  the  shortness  of  their  course.  For  that  reason  the  naviga- 
tion of  the  Susquehannah,  above  the  Blue  Ridge,  is  better  than  that 
of  the  Potomac,  wdiich  affords,  as  has  been  stated,  the  shortest  com- 
munication from  tide  water  to  the  nearest  western  river.     The  levels 


548 


REPORT    OF    THE    T\'rAKD    WATERWAYS    COMMISSION 


of  the  last  mentioned  river  having  been  taken  by  the  Potomac  Com- 
pany, the  general  result  is  annexed,  as  giving  a  more  correct  idea  of  the 
navigation  of  the  Atlantic  rivers  than  could  be  conveyed  in  any  other 
manner : 


Dis- 
tance. 


Fall. 


Rate  of  fall. 


From  the  mouth  of  Savage  River  down  to  Cumberland 

Thence  to  .the  Blue  Ridge 

Harpers  Ferry  or  Shenandoah  Falls 

Thence  to  Great  Falls 

Great  and  Little  Falls  to  tide  water 

Total 


Miles. 
31 
130J 

40 
12 


Feet. 

445 

490 

43 

39 

143 


Feet  per  mile. 
14J 
4 


219 


1,160 


The  papers,  marked  C,  contain  the  information  which  has  been 
collected  respecting  the  works  executed  or  contemplated  on  the  great 
rivers  already  enumerated.  It  has  not  been  understood  that  any 
improvements  of  importance  had  been  yet  attempted  on  the  Savannah 
ana  Pedee,  nor  on  any  of  the  tributary  streams  of  the  Oliio;  and  the 
communications  received  under  this  head  relate  only  to  the  Santee, 
Roanoke,  James  River,  Potomac,  Susquehannah,  and  Ohio. 

I.  Santee. 

The  Santee  or  Catawba  is  said  to  be  occasionally  navigable  for  near 
three  hundred  miles  as  high  up  as  Morgantown,  in  North  Carolina. 
Two  companies  have  been  incorporated  by  that  State  and  the  State 
of  South  Carolina,  for  the  purpose  of  improving  its  navigation.  The 
Lower  Falls  are  above  Camden,  and  not  far  from  the  arsenal  of  the 
United  States  at  Mount  Rock.  A  canal  had  been  commenced  there, 
but,  either  from  want  of  success  in  the  commencement,  or  from  want 
of  funds,  the  work  appears  to  be  suspendecL  The  market  for  the 
produce  brought  down  that  river  is  Charleston;  and  the  river  boats 
were  obliged,  at  the  mouth  of  the  river,  to  enter  the  sea,  and  to  reach 
that  port  b}^  a  navigation  along  the  seashore  for  which  they  were 
not  calculated.  To  remedy  that  inconvenience,  and  to  ensure  a  per- 
manent navigation,  a  canal  has  been  opened  by  another  company, 
uniting  the  Santee  with  Cooper  River,  which  empties  into  the  harbor 
of  Charleston. 

The  distance  between  the  points  united  is  twenty-two  miles;  the 
highest  intervening  ground  was  fifty-two  feet  above  the  Santee,  and 
eighty-five  feet  above  the  river  Cooper;  but  it  has  been  reduced  seven- 
teen feet  by  digging.  The  descent  to  Santee  being  thirty-five  feet, 
effected  by  four  locks,  and  that  to  Cooper  sixty-eight  feet,  effected 
by   nine  locks. 

The  principal  supply  of  water  is  afforded  by  springs  arising  from 
the  marshy  ground  at  the  bottom  of  the  canal,  and  by  several  drains 
which  collect  and  bring  from  an  adjacent  swamp  the  sources  of  the 
river  Cooper.  The  quantity  is  said  to  be  seldom  deficient;  yet  a 
steam  engine  has  been  contemplated  as  perhaps  necessary  in  order 
to  raise  from  the  Santee  an  adequate  supply. 

The  canal  was  carried  over  some  small  streams  by  means  of  aque- 
ducts; inconsiderable  ravines  have  been  filled,  and  the  ground  was 
dug  in  some  places  to  the  depth  of  sixteen  feet  in  order  to  preserve 


THE   GALLATIN    REPORT  549 

the  level.  But  it  appears  that  the  roots  of  trees  were  the  greatest 
obstacle  encountered  in  dij^ging  the  canal.  Its  breadth  is  twenty 
feet  at  the  bottom,  and  thirty -five  feet  at  top;  the  depth  of  the  water 
is  four  feet,  and  it  admits  boats  of  twenty  tons.  The  locks  made  of 
brick,  faced  with  marble,  are  sixty  feet  long  and  ten  feet  wide. 

The  capital  expended  is  stated  at  $650,667,  including  sixty  negroes 
and  some  tracts  of  land  belonging  to  the  company.  The  canal  has 
been  completed  six  years;  the  annual  tolls  had  never  exceeded  S13,000 
before  the  year  1807,  and  the  annual  expenses  are  stated  at  $7,000. 
The  want  of  success  in  this  undertaking,  wliich,  though  completed, 
is  very  unprofitable,  may  be  ascribed  to  several  causes.  The  expense, 
compared  with  the  work,  is  much  greater  than  might  have  been  ex- 
pected, and  probably  than  was  necessary.  The  locks  are  too  small 
for  large  boats,  which  are  therefore  obliged  to  pursue  the  former 
route  down  the  Santee,  and  by  sea  to  Charleston ;  and  the  want  of  water 
is  allegecTas  a  suflicient  reason  for  the  size  of  the  locks.  But  a  canal 
in  that  situation  can  not,  in  America,  be  profitable,  unless  the  naviga- 
tion of  the  main  river  with  wliich  it  communicates  is  rendered  safe 
and  permanent;  and  whenever  that  of  the  Santee  itself  shall  have 
been  improved,  the  utility  and  profits  of  the  canal  will  be  consider- 
ably increased. 

II.  The  Lower  or  Great  Falls  op  Roanoke. 

Consist  in  a  succession  of  rapids,  wliich,  in  a  distance  of  fifteen 
miles,  have  a  fall  of  ninety-three  feet.  This  obstruction  is  such  that 
almost  all  the  tobacco  of  that  river  is  transported  by  land  to  Peters- 
burg, on  the  Appdmatox  branch  of  James  River.  A  canal  has  been 
contemplated  ftom  the  upper  end  of  the  falls  to  Murfreesborough, 
situated  on  the  tide  water  of  a  branch  of  Chowan  River,  twenty -five 
miles  above  the  mouth  of  Bennets  Creek,  which  has  been  before 
mentioned  as  one  of  the  lines  of  communication  between  Albemarle 
Sound  and  the  Chesapeake.  The  level  is  said  to  be  favorable  without 
any  obstructions  or  valleys  in  the  way.  The  distance  is  thirty-eight 
miles,  and  the  expense  of  a  small  canal  for  boats  drawing  two  feet 
and  a  half  of  water  may  be  estimated  as  follows : 

Digging  thii-tv-eight  miles,  at  $6,000  a  mile... .'. $228, 000 

Lockage  ninetv-three  feet,  at  $800  a  foot 74,  400 

Feeder,  land,  &c 47, 600 

350, 000 
The  capital  for  this  canal  has  never  been  subscribed,  and  it  has 
been  suggested  that  it  would  be  practicable  to  open  one  to  Peters- 
burg. It  is  not  believed  that  any  hills  intervene  in  that  course;  and 
the  greatest  obstacle  will  be  found  in  crossing  the  branches  of  Chowan 
River. 

III.  James  River. 

A  company  incorporated  by  the  State  of  Virginia  for  the  improve- 
ment of  the  navigation  of  the  river  generally  has  removed  some 
obstructions  in  the  upper  part  of  the  river,  and  is  bound  by  the  charter 
to  render  it  so  far  navigable  that  there  may  never  be  less  than  twelve 
inches  of  water  over  any  of  the  shoals  or  rapids,  from  the  upper  end 
of  the  Lower  (jr  Great  Falls  to  Pattonboroug-li,  a  distance  of  two  hun- 
dred and  twenty  miles.     The  natural  navigation  of  the  river  through 


550  EEPOET    OF    THE    INLAND    WATERWAYS    COMMISSION 

that  extent  is  considered  as  better  than  that  of  any  other  Atlantic  river 
above  the  falls. 

A  communication  has  been  opened  by  the  company  from  Westham, 
at  the  upper  end  of  the  Great  Falls,  to  Shockoe  Hill,  in  the  city  of 
Richmond,  in  the  follo\\dng  manner:  The  water  is  drawTi  at  West- 
ham  from  the  river  into  a  canal  two  hundred  yards  in  length,  at  the 
end  of  which  boats  descending  thirty-four  feet  through  three  locks 
reenter  the  river,  and,  after  using  its  natural  navigation  tliree  miles, 
are  brought  by  a  canal  tliree  miles  and  a  half  in  length  to  a  basin  on 
Shockoe  Hill,  where  the  navigation  terminates 

That  basin  is  about  eighty  feet  above  tide  water,  and  one  mile  and 
a  half  from  Rockets,  the  port  of  Richmond.  The  whole  fall  from  the 
upper  end  of  the  canal  at  Westham  to  the  basin  may  be  stated  at 
fort3'-eight  feet,  and  the  distance  at  six  miles  and  a  half.  The  canal 
is  twenty-five  feet  wide,  and  admits  boats  of  eight  tons  dra'\jing  tlu^ee 
feet  water.  The  locks,  eighty  feet  long  and  sixteen  feet  \\ade,  are 
of  solid  masonry;  but  the  cement  is  defective.  The  aqueducts  have 
been  thrown  across  valleys  intervening  in  the  course  of  the  canal, 
and  some  difficult  digging  was  necessary  on  the  side  of  the  hills  and 
through  ledges  of  rocks. 

The  canal,  according  to  the  charter,  was  intended  to  have  been 
brought  doAVTi  to  tide  water.  The  performance  of  that  condition  is 
now  suspended  by  an  act  of  the  legislature  of  Virginia,  and  there 
seems  to  be  a  considerable  diversity  of  opinion  on  that  subject.  In 
a  national  point  of  \aew,  the  plan  which  will,  at  the  least  expense,  put 
coals  on  board  vessels  lying  at  Rocket's,  deserves  the  preference. 
For  coal  is  in  no  other  parts  of  the  United  States  found  in  abundance 
in  the  vicinity  of  tide  water.  At  present  the  expense  of  transporta- 
tion by  the  canal  is  already  reduced  to  one-third  of  the  land  carriage. 

The  original  capital  of  the  company  amounted  to  $140,000,  of  which 
the  State  of  Virginia  owns  S50,000,  and  $91,000  arising  from  the  pro- 
ceeds of  tolls  had,  before  the  1st  of  January,  1805,  been  applied  to  the 
work,  making  together  an  expenditure  of  $231,000.  The  annual 
tolls  raised  on  fourteen  thousand  tons  of  countr}'  produce,  and  on  two 
thousand  coal  boats,  have  amounted  to  $16,750;  and  the  annual 
repairs  and  expenses  are  estimated  at  $5,000.  But  as  the  company 
draw  also  a  revenue  from  the  rent  of  water,  applied  to  mills  and  other 
waterworks  erected  along  the  canal,  the}^  have  been  able  in  some 
years  to  make  dividends  of  $16,800,  being  at  the  rate  of  twelve  per 
cent  on  the  original  capital,  but  of  only  about  seven  per  cent  if  cal- 
culated on  the  sum  of  $244,000,  the  amount  of  capital  expended,  and 
interest  accrued  before  any  dividend  was  made. 

IV.  Potomac. 

The  company  incorporatetl  by  the  States  of  Marvdand  and  Virginia 
for  improving  the  navigation  of  that  river  has  executed  the  following 
works : 

1.  At  a  distance  of  twelve  miles  above  the  head  of  the  tide  which 
ascends  about  three  miles  above  the  cit}^  of  Washington,  the  river 
is  one  hundred  and  forty-three  feet  higher  than  tide  water.  At  that 
place,  designated  by  the  name  of  Great  Falls,  the  boats  passing 
through  a  canal  one  mile  in  length,  six  feet  deep,  and  twenty-five  feet 
wide,  descends  seventy-six  feet  by  five  locks,  one  hundred  feet  long, 


THE   GALLATI^'    REPORT  551 

and  twelve  feet  wide  each,  and  re-entering  the  river,  follow  its  natu- 
ral bed  eight  miles  and  a  half.  Another  canal,  of  the  same  dimensions, 
and  two  miles  and  a  half  in  length,  brings  them  then  tlirough  three 
locks,  and  by  a  descent  of  thirty-seven  feet  to  tide  water.  This 
last  fall  is  distinguished  by  the  name  of  Little  Falls.  The  two  lower 
locks  of  the  Great  Falls,  excavated  out  of  the  solid  rock,  have  each  a 
lift  of  eighteen  feet;  the  three  upper  locks  of  solid  masonry  are  of 
unequal  height,  and  have,  together,  a  lift  of  forty  feet.  The  three 
locks  of  the  Little  Falls  are  each  one  hundred  feet  in  length,  and 
eighteen  feet  v.ide.  That  breadth  is  unnecessary,  and  consumes  too 
much  water,  a  defect  which  will  be  remedied  when  stone  locks  will  be 
substituted  to  those  now  in  use,  wliich,  being  of  wood,  will  soon  be 
decayed. 

Three  other  canals  without  locks  have  been  opened  around  three  dis- 
tinct falls:  The  principal  at  the  Shenandoah  Falls,  below  Harper's 
Ferry;  and  at  the  place  where  the  Potomac  breaks  through  the  Blue 
Ridge  is  one  mile  in  length  around  a  fall  of  fifteen  feet.  Between 
this  and  the  Great  Falls  another  canal  three-fourths  of  a  mile  in  length 
is  opened  around  the  Seneca  Falls.  The  third,  fifty  yards  in  length, 
has  been  cut  around  Houres  Falls,  five  miles  above  the  Shenandoah 
Falls.  Above  this  place  the  navigation  has  been  improved  by  deep- 
ening occasionally  the  channel,  raising  the  water  in  shallow  places 
by  small  dams,  and  opening  sluices  along  the  shore.  It  is  believed 
that,  by  multiplying  the  number  of  those  low  dams,  by  tlirowmg  the 
channel  along  the  shore,  and  when  necessary  opening  canals  with  or 
without  locks  around  the  prmcipal  rapids,  the  navigation  may  be 
improved  perhaps  as  high  up  as  Cumberland,  one  hundred  and  eighty- 
eight  miles  above  tide  water,  to  such  a  degree  as  to  render  the  river 
passable  for  boats  the  greater  part  of  the  year.  And  if  this  be  found 
practicable  on  the  Potomac,  which  is  the  most  rapid  of  the  great  Atlan- 
tic rivers,  the  same  improvements  may,  with  greater  facility,  be 
effected  on  any  of  the  others.  It  will  be  indispensable  in  order  to 
attain  that  object  on  the  Potomac,  that  additional  canals  with  locks 
should  be  opened  at  the  Shenandoah  or  Blue  Ridge  Falls,  which,  as 
has  already  been  stated,  fall  forty-three  feet  in  the  distance  of  five 
mUes, 

2.  The  Shenandoah,  a  river  nearly  as  large  as  the  Potomac  itself, 
after  a  course  of  two  hundred  and  fifty  miles  through  the  great  Lime- 
stone Valley,  unites  its  waters  with  those  of  the  Potomac  at  Harpers 
Ferry,  just  above  the  Blue  Ridge.  From  Port  Republic,  till  within 
eight  miles  of  the  Potomac,  a  distance  of  near  two  hundred  miles,  it 
affords  a  good  navigation,  the  fall  of  the  river  being  at  the  rate  of  less 
than  two  feet  a  mde.  In  the  last  eight  miles  it  falls  eighty  feet,  and 
was  impassable  before  the  improvements  completed  last  year  by  the 
Potomac  company.  Six  dift'erent  canals  twenty  feet  wide,  four  feet 
and  a  half  deep,  and  extending  altogether  two  thousand  four  hun- 
dred yards,  have  been  opened  around  the  most  diflicult  falls.  Through 
those  and  five  stone  locks  one  hundred  feet  long  and  twelve  feet  wide 
each,  and  effecting  together  a  descent  of  near  fifty  feet,  the  communi- 
cation is  now  opened,  and  will  render  the  undertaking  much  more 
productive  than  heretofore.  The  water  in  all  those  canals  and  locks, 
as  well  as  in  those  executed  on  the  Potomac,  is  uniformly  supplied  by 
the  river  itself, 


552  REPORT    OF    THE   INLAND    WATERWAYS   COMMISSION 

The  capital  originally  subscribed  amounted  to  $311,560,  divided 
into  seven  hundred  and  one  shares,  of  which  the  State  of  Maryland 
owns  two  hundred  and  twenty,  and  the  State  of  Virginia  seventy. 
The  total  amount  expended,  including  an  additional  payment  received 
from  late  subscribers,  $38,000,  arising  from  tolls  which  have  been 
applied  to  the  work,  and  a  debt  of  about  $67,000  contracted  by  the 
company,  amounts  to  $444,652.  The  annual  tolls  raised  on  eight 
thousand  tons  of  sundry  articles,  valued  at  more  than  half  a  million  of 
dollars,  have  not  before  the  opening  of  the  Shenandoah  exceeded 
$15,000;  and  the  annual  expenses  and  repairs  are  stated  at  $5,000. 
One  hundred  shares  of  £145  sterling  each  remain  open  for  subscription. 

V.    SUSQUEHANNAH. 

This  river  has  no  perpendicular  or  altogether  impassable  falls; 
but,  from  the  head  of  the  tide  up  to  the  Pennsylvania  line,  a  distance 
of  ten  miles,  the  navigation  is  impeded  by  a  succession  of  dangerous 
rapids;  and  these,  though  occasionally  separated  by  sheets  of  smooth 
water,  continue  forty  miles  higher  up,  at  least  as  far  as  Columbia; 
the  whole  fall  from  this  place  to  the  head  of  the  tide  being  estimated 
at  about  one  hundred  and  fort}^  feet.  The  navigation,  through  that 
distance,  at  all  times  dangerous,  is  practicable  only  during  the  high 
freshets,  when  rafts  and  flat  bottomed  boats,  eighty  feet  long  and 
seventeen  feet  wide,  may  descend  from  the  several  widely  extended 
upper  branches  of  the  river.  Less  dangerous  falls  are  found  at  the 
place  where  it  breaks  through  the  Blue  Ridge;  above  which  the  natu- 
ral navigation  from  Middletown  upwards,  whether  up  the  Juniata, 
the  West  Branch,  or  the  East  Branch,  is  much  better  than  that  of  the 
Potomac,  and  has  been  improved  in  several  places  at  the  expense  of 
the  State  of  Pennsylvania.  A  canal  one  mile  long  and  four  feet 
deep,  with  two  brick  locks,  has  also  been  opened  around  the  Cone- 
wago  Falls  in  the  gap  of  the  Blue  Ridge,  $14,000  having  been  paid  for 
that  object  by  the  same  State.  Its  entrance  is  difficult,  and  it  is 
used  for  water  works,  being  free  for  navigation,  tlirough  private 
property.  From  Columbia  down  to  the  Maryland  line  considerable 
improvements  in  the  bed  of  the  river  have  also  been  made  at  the 
expense  of  the  two  States,  and  the  descending  navigation  has,  on  the 
whole,  been  improved;  but  few  boats  ever  attempt  to  ascend.  Nor  is 
it  believed  that  the  natural  advantages  of  the  most  considerable 
Atlantic  river  will  ever  be  fidly  enjoyed  until  a  canal  shall  have  been 
opened  the  whole  way  from  Columbia,  either  to  tide  water  or  to  the 
Delaware  and  Chesapeake  Canal. 

A  company  incorporated  by  the  State  of  Maryland  for  opening  a 
canal  around  the  falls  in  that  part  of  the  river  which  extends  from  the 
Pennsylvania  line  to  tide  water,  has  completed  that  part  of  the  work, 
the  utility  of  which  is  but  very  partially  felt,  whilst  the  bed  of  the 
river  remains  the  only  communication  from  its  upper  extremity  up 
to  Columbia. 

The  canal,  thirty  feet  wide  and  three  feet  deep,  and  admitting  boats 
of  twenty  tons,  is  nine  miles  in  length,  wdth  a  fall  of  fifty-nine  feet. 
The  descent  is  effected  by  eight  stone  locks,  each  of  which  is  one  hun- 
dred feet  in  length  and  twelve  feet  wide.  The  water  is  supplied  by 
the  river  itself;  and,  in  order  to  cross  the  rivers  Conawingo  and 
Octorara,  these,  by  means  of  dams,  have  been  raised  ten  and  twelve 
feet  to  the  level  of  the  canal. 


THE    GALLATIN    REPORT  558 

Its  defects  consist  in  the  want  of  sufficient  breadth  of  the  locks, 
which  do  not  admit  the  rafts  and  wide  flat  bottomed  boats  generally 
used  in  bringing  down  the  country  produce,  and  in  want  of  water  at 
the  lower  end  of  the  canal.  This  last  defect  may  be  remedied  by 
extending  the  canal  seven  hundred  yards  lower  down  along  the  edge 
of  the  river;  and  it  is  probable  that  as  timber  will  become  more  scarce 
and  valuable  in  the  upper  branches  of  the  Susquehannah,  boats  of  a 
diflerent  construction  will  be  used.  In  the  mean  time  the  annual 
tolls  have  not  yet  amounted  to  $1,000,  whilst  the  annual  expenses 
are  stated  at  $1,200,  and  the  capital  expended  at  $250,000. 

The  attempts  made  to  open  a  communication  from  Middletown,  m 
the  Limestone  Valley,  to  Philadelphia,  partly  by  canals,  and  partly 
by  means  of  the  Schuylkill,  will  be  noticed  under  the  head  of 
"Interior  Canals." 

VI.  Ohio. 

The  navigation  of  the  Kanawha  and  of  the  eastern  branches  of  the 
Tennessee,  Monongahela,  and  Allegany,  in  their  course  through  the 
mountains,  may  at  a  future  period  be  improved.  But,  from  the  foot 
of  the  mountains,  all  those  rivers,  and  particularly  the  Ohio,  flow  with 
a  much  gentler  current  than  the  Atlantic  rivers,  a  circumstance 
easily  accounted  for  when  it  is  recollected  that  Brownsville,  on  the 
Monongahela,  and  at  a  distance  of  two  thousand  miles  by  water  from 
the  sea,  is  only  one  hundred  and  fifteen  feet  more  elevated  than  Cum- 
berland, on  the  Potomac;  whilst  this  river,  with  all  its  meanders, 
reaches  tide  water  within  less  than  two  hundred  miles.  All  those 
rivers  at  the  annual  melting  of  the  snows  rise  to  the  height  of  more 
than  forty  feet,  affording  from  the  upper  points  to  which  they  are 
navigable  a  safe  navigation  to  the  sea  for  any  ship  that  can  pass  over 
the  bar  at  the  mouth  of  the  Mississippi.  As  early  as  the  year  1793,  a 
schooner  built  on  the  Monongahela,  between  Brownsville  and  Pitts- 
burg, reached  New  Orleans  by  that  extraordinarv'  inland  navigation, 
and  arrived  safely  at  Philadelphia.  This  first  essay  stimulated  the 
spirit  of  enterprise  so  conspicuous  in  the  American  character,  and 
numerous,  vessels,  from  one  hundred  to  three  hundred  and  fifty  tons 
burden,  are  now  annually  built  at  several  shipyards  on  the  Ohio,  even 
as  high  up  as  Pittsburg,  and  bringing  down  to  New  Orleans  the  pro- 
duce of  the  upper  countr5^  consumed  there,  carry  to  Europe  and  to  the 
Atlantic  ports  of  the  United  States  the  cotton,  the  sugar,  and  the 
tobacco  of  Louisiana  and  of  the  States  of  Tennessee  and  Kentucky. 

That  branch  of  national  industry  gives  value  to  the  immense  forests 
of  the  Ohio  and  of  its  numerous  branches,  and  will  soon  make  a  con- 
siderable, and  perhaps  necessary,  accession  to  the  shipping  of  the 
United  States,  and  has  a  tendency  to  diminish  the  price  of  freights 
from  New  Orleans  to  the  other  American  and  to  foreign  ports.  The 
importance  of  this  last  consideration  will  be  duly  felt,  if  the  magnitude 
of  the  exports  of  which  New  Orleans  is  destined  to  be  the  emporium, 
be  contrasted  with  the  probable  amount  of  its  importations;  for  such 
are  the  labor,  time,  and  expense  necessarv  to  ascend  the  rapid  stream 
of  the  Mississippi,  (and  the  nature  of  its  banks,  annually  overflowed 
on  a  breadth  of  several  miles,  precludes  the  possibility  of  towing  paths,) 
that,  whilst  the  greater  part  of  the  produce  of  the  immense  country, 
watered  by  that  river  and  its  tributary  streams,  must  necessarily  be 

31673— «.  Doc.  .325.  60-1 36 


554  EEPORT    OF    THE   INLAND    WATERWAYS   COMMISSIOK 

exported  through  its  channel,  the  importations  of  a  considerable  por- 
tion of  that  country  will  continue  to  be  supplied  from  the  Atlantic 
seaports,  by  water  and  land  communica~tions,  susceptible  of  con- 
siderable improvement;  and  thus,  unless  another  outlet  be  found  for 
a  portion  of  the  exports,  or  unless  the  upper  country  can  supply 
vessels,  those  exports  must  necessarily  pay  a  double  freight. 

The  only  impediments  to  that  navigation  are  on  the  Tennessee, 
"the  Muscle  Shoals,"  of  which  no  particular  account  has  been  received, 
and  on  the  Ohio,  the  falls  of  Louisville.  Ordinary  boats  can  with 
difiiculty  pass  these  in  summer,  and  the  navigation  is,  even  during 
the  freshets,  dangerous  for  the  large  vessels.  The  attention  of  the 
legislature  of  Kentucky,  and  of  the  inhabitants  of  the  western 
country,  generally,  has,  therefore,  been  particularly  drawn  ta  the 
opening  of  a  canal  at  that  place.  A  company  has  been  lately  incor- 
porated by  the  State  of  Kentucky  for  that  purpose,  with  a  capital 
which  may  amount  to  $500,000,  but  a  small  portion  of  which  has 
yet  been  subscribed.  The  expense,  however,  is  estimated  at  a  sum 
less  than  the  nominal  capital. 

The  proposed  canal  would  be  near  two  miles  in  length,  and  must  be 
dug,  in  some  places,  to  a  depth  of  twenty-seven,  but  generally  about 
sixteen  feet.  The  breadth  at  the  bottom  being  twenty  feet,  with  the 
necessary  slope,  would  make  it,  generally,  sixty-eight  feet  wide  at 
top,  and,  in  particular  places,  not  less  than  one  hundred.  The  fall  at 
low  water  is  about  twenty- two  feet,  and  would  require  three  locks,  of 
dimensions  sufficient  to  pass  ships  of  four  hundred  tons,  and  drawing 
fourteen  feet  of  water.  The  greatest  expense  will  be  that  of  digging, 
and  removing  the  earth,  which  may  be  estimated  at  four  hundred 
thousand  cubic  yards,  and,  according  to  the  representation  made  of 
the  nature  of  the  ground,  will  not  probably  cost  more  than  $200,000. 
To  this  may  be  added  $100,000  for  the  locks  and  other  necessary 
works,  making,  altogether,  $300,000.  The  greatest  difficulty  seems 
to  be  the  protection  of  the  locks  and  canals  against  the  rise  of  the 
river,  which  sometimes  overflows  the  whole  ground  through  which  the 
canal  must  be  opened. 

The  expense  of  the  improvements  suggested  in  the  communications 
between  the  Atlantic  and  western  waters  may  be  stated  as  follows: 

1st.  Four  artificial  roads  from  the  four  great  western  rivers,  the  Allegany, 
Monongahela,  Kanawha,  and  Tennessee,  to  the  nearest  corresponding 
Atlantic  rivers,  the  Susquehannah  or  Juniata,  the  Potomac,  James 
river,  and  either  the  Santee  or  Savannah,  leaving  to  the  several  States 
the  continuation  of  those  roads  eastwardly  to  the  nearest  seaports. 
Those  roads  should  unite  on  each  river  points  from  which  a  permanent 
and  safe  navigation  downwards  could,  except  during  the  driest  season, 
be  relied  on;  and  will,  therefore,  on  each  route,  be  estimated  at  one 
hundred  miles,  making,  altogether,  four  hundred  miles,  which,  at 
$7,000  a  mile,  the  materials  being  generally  on  the  spot,  would  cost.. . .  $2,  800,  000 

2dly.  The  improvement  of  the  navigation  of  the  four  Atlantic  rivers,  from 
tide  water  to  the  highest  practicable  point,  effected,  principally,  by 
canals  around  the  falls  wherever  practicable,  and  by  locks  wherever 
necessary.  The  most  expensive  of  these  would  be  the  proposed  canal 
from  Columbia,  on  the  Susquehannah,  either  to  tide  water  or  to  the 
Delaware  and  Chesapeake  canal;  and,  considering  how  much  has  been 
effected  already,  and  may  still  be  done  on  the  other  rivers,  by  the 
several  incorporated  companies,  it  is  believed  that  every  useful  improve-  , 
ment  might  be  completed  by  a  public  expenditure  not  exceeding J,  .500,  000 

3d\\.  The  canal  at  the  falls  of  the  Ohio,  estimated  at .300,  000 

4,  600, 000 


'THE   GALLATIN    REPORT  555 

Although  a  canal  navigation,  uniting  the  Atlantic  and  western 
waters  in  a  direct  course  across  the  mountains,  appears  impracticable, 
yet  those  mountains  may  be  turned  either  on  the  north,  by  means  of 
"the  ^lohawk  Valley  ancf  of  Lake  Ontario,  or  on  the  south,  tlirou^h 
Georgia  and  the  Mississippi  territory.  The  tirst  conununication  will 
be  noticed  under  the  head  of  "The  Kiver  St.  Lawrence  and  Great 
Lakes."  Of  the  second  it  will  be  sufficient  to  observe  that  the  coun- 
try lying  between  the  sources  of  the  rivers  Chatahoochee  and  Mobile 
and  "the  Gulf  of  Mexico  is  an  inclined  plane,  regularly  descending 
towards  the  sea,  and  that,  by  followmg  the  proper  levels,  it  presents 
no  natural  obstacle  to  the  opening  of  a  canal  fed  by  the  waters  of  the 
two  last-mentioned  rivers  and  extending  from  the  tide  water  on  the 
coast  of  Georgia  to  the  Mississippi.  The  distance,  m  a  direct  line,  is 
about  five  hundred  and  fifty  miles,  and,  to  be  overcome,  requires 
only  time,  perseverance,  and  labor.  When  it  is  recollected  that  such 
an  undertaking  would  discharge  the  Mississippi  into  the  Atlantic, 
the  remarks  already  made  on  the  trade  of  that  river  and  other  obvious 
considerations  will  sufficiently  point  out  its  immense  importance. 
Nor  should  the  plan,  on  account  of  its  magnitude,  be  thought  chimer- 
ical; for  the  elevation  and  other  natural  obstacles  of  intervening 
ground,  or  want  of  a  sufficient  supply  of  water,  and  not  distance, 
are  the  only  insuperable  impediments  to  an  artificial  navigation. 

This  work,  wliich  is  presented,  not  as  an  immediate,  but  as  a  distant 
object,  worthy  of  consideration,  would  probably  require  ten  milHons 
of  dollars  and  tliirty  years  for  its  completion.  The  annual  sales  of 
the  pubhc  lands  in  "the  ^lississippi  territory,  which  are  estimated  at 
fifty  milhons  of  acres,  would,  after  paying  the  debt  due  to  the  State 
of  'Georgia,  afford  sufficient  fimds;  and  the  increased  value  of  the 
residue  would  alone  more  than  compensate  the  expense. 

It  is  proper  to  add  that  an  inland  navigation,  even  for  open  boats, 
already  exists  from  New  Orleans,  by  the  canal  Carondelet,  to  the  lake 
Pontchartrain,  thence,  between  the  coast  and  the  adjacent  islands,  to 
the  l)ay  of  Mobile,  and  up  its  two  principal  rivers,  the  Alabama  and 
the  Tombigbee,  to  the  head  of  the  tide,  within  the  acknowledged 
boundaries  of  the  United  States.  The  current  of  these  two  rivers 
being  much  less  rapid  than  that  of  the  Mssissippi,  they  have  long 
been  contemplated,  particularly  the  Tombigbee,  as  affording  a  better 
communication  to  the  ascending  or  returning  trade  from  New  Orleans 
to  the  waters  of  the  Tennessee,  from  which  they  are  separated  by 
short  portages. 

COMMUNICATIONS    BETWEEN    THE    ATLANTIC    RIVERS    AND    THE    RIVER 
ST.    LAWRENCE    AND    GREAT    LAKES. 

Vessels  ascentl  the  river  St.  Lawrence  from  the  sea  to  IMontreal. 
The  river  Sorel  discharges  at  some  distance  below  that  town  the 
waters  of  Lake  George  and  Lake  Champlain,  wliich  penetrate  south- 
wardly within  the  United  States.  From  Montreal  to  Lake  Ontario 
the  ascent  of  the  river  St.  Lawrence  is  estimated  at  about  two  hundred 
feet.  From  the  eastern  extremity  of  Lake  Ontario,  an  inland  navi- 
gation for  vessels  of  more  than  one  hundred  tons  burthen,  is  continued 
for  more  than  one  thousantl  miles,  through  Lakes  Erie,  St.  Clair,  and 
Huron,  to  the  western  and  southern  extremities  of  Lake  Micliigan, 


556  REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

without  any  other  interruption  than  that  of  the  falls  and  rapids  of 
Niagara,  between  Lake  Erie  and  Lake  Ontario.  The  descent  from 
Fort  Schlosser  to  Devils  Hole,  a  distance  of  four  miles,  which  includes 
the  perpendicular  falls  of  Niagai'a,  has,  by  correct  measurement,  been 
ascertamed  at  three  hundred  and  seventy-five  feet.  The  whole  fall 
from  Lake  Erie  to  Lake  Ontario  is  estimated  at  four  hundred  and 
fifty  feet,  making  the  elevation  of  Lake  Erie  above  tide  water  six 
hundred  and  fifty  feet. 

Lake  Superior,  the  largest  of  those  inland  seas,  communicates  with 
the  northern  extremity  of  Lake  Huron,  by  the  river  and  rapids  of  St. 
Marys.  The  fall  of  these  is  not  ascertained;  but  it  is  said  that  a 
small  canal  has  l)een  opened  around  the  most  difficult  part  by  the' 
Northwest  Fur  Company. 

Five  of  the  Atlantic  rivers  approach  the  waters  of  the  St.  Lawrence, 
viz:  The  Penobscot,  Kennebeck,  Connecticut,  the  North  or  Hudson 
River,  and  the  Tioga  branch  of  the  Susquehannah.  Tliis  last  river 
w^ll  afford  a  useful  communication  with  the  rivers  Seneca  and  Gene- 
see, which  empty  into  Lake  Ontario.  The  length  of  the  portage  has 
not  been  precisely  stated;  and  the  general  navigation  of  the  Susque- 
hannah has  already  been  noticed.  It  may,  however,  be  observed 
that  it  is  the  only  Atlantic  river  whose  sources  approach  both  the 
western  waters  and  those  of  the  St.  Lawrence. 

The  three  eastern  rivers  afford  convenient  communications  with 
the  province  of  Lower  Canada,  but  not  with  that  extensive  inland 
navigation  which  penetrates  through  the  United  States,  within  two 
hundred  miles  of  the  Mississippi.  No  statement  has  been  received  of 
any  improvement  having  yet  been  made  on  the  Penobscot  or  Kenne- 
beck; and  a  very  imperfect  account  has  been  obtained  of  some  short 
canals  opened  around  the  several  falls  of  the  river  Connecticut.  One 
at  Bellows  Falls,  in  the  State  of  Vermont,  has  been  particularly  men- 
tioned, and  is  the  highest  improvement  on  the  river. 

What  is  called  the  North  River  is  a  narrow  and  long  bay,  which  in 
its  northwardly  course  from  the  harbor  of  New^  York  breaks  through 
or  turns  all  the  mountains,  affording  a  tide  navigation  for  vessels  of 
eighty  tons  to  Albany  and  Troy,  one  hundred  and  sixty  miles  above 
New  York.  This  peculiarity  distinguishes  the  North  River  from  all 
the  other  bays  ancl  rivers  of  the  United  States.  The  tide  in  no  other 
ascends  higher  than  the  granite  ridge  or  comes  within  thirty  miles  of 
the  Blue  Ridge  or  eastern  chain  of  mountains.  In  the  North  River 
it  breaks  through  the  Blue  Ridge  at  West  Point  and  ascends  above 
the  eastern  temiination  of  the  Catskill  or  peat  western  chain. 

A  few  miles  above  Troy,  and  the  head  of  the  tide,  the  Hudson  from 
the  north  and  the  Mohawk  from  the  west  unite  their  waters  and  form 
the  North  River.  The  Hudson  in  its  course  ujnvards  approaches  the 
waters  of  Lake  Champlain,  and  the  ^Vlohawk  those  of  Lake  Ontario. 

I.  Hudson  and  Champlain,  or  Northern  Navigation. 

A  company  was  incorporated  several  years  ago  by  the  State  of  New 
York  for  the  purpose  of  opening  this  communication  and  a  survey 
taken  by  Mr.  Weston,  a  copy  or  which  has  not  yet  been  obtained. 
From  collateral  information  it  appears  that  it  was  proposed  to  open 
a  canal  twelve  miles  long,  with  a  lockage  of  one  hundred  and  six  feet, 
from  Waterford,  at  the  confluence  of  the  Hudson  and  Mohawk,  to  the 


THE   GALLATIN    REPORT  557 

upper  end  of  the  great  falls  of  Stillwater.  This  was  considered  as  the 
most  clifhcult  part  of  the  whole  route,  and  the  expense  estimated  at 
$275,000.  Another  canal  and  lock  would  be  necessary  around  the 
falls  of  Fort  Miller;  but  the  remainder  of  the  naviu;ation  up  the  Hud- 
son to  Fort  Edward  does  not  reqidre  any  material  im})rovement. 

At  some  distance  above  Fort  Edward  it  was  intended  to  connect, 
by  a  canal  and  locks,  the  Hudson  with  the  North  Wood  Creek  at  Fort 
Ami.  The  navigation  down  the  creek  to  Skeensbo rough  is  used,  but 
requires  to  be  improved.  At  this  place,  where  falls  render  another 
canal  necessary,  North  Wood  Creek  empties  into  the  south  bay  of 
Lake  Champlain,  and  thence  is  a  natural  sloop  navigation  through 
the  whole  extent  of  the  lake.  The  expense  of  the  works  from  Fort 
Edward  to  Skeensborough  had  been  estimated  at  S200,000. 

The  funds  of  the  company  were  insufficient  and  have,  it  is  said, 
been  expended  without  much  permanent  utility  at  Stillwater  and 
vSkeensb  o  rough . 

The  distance  in  a  straight  line  from  Waterford  to  Skeensborough  is 
fifty  miles;  and  the  expense  of  opening  a  permanent  boat  navigation 
on  a  proper  plan  through  the  whole  line  is,  from  imperfect  materials, 
estimated  at  about  $800,000.  This  communication  would  divert  to 
a  port  of  the  United  States  the  trade  of  one-half  of  the  State  of  Ver- 
mont and  of  a  part  of  that  of  New  York,  which  is  now  principally 
carried  through  the  channel  of  the  St.  Lawrence  and  of  the  province 
of  Canada. 

II.  Mohawk  and  Ontario,  or  Western  Navigation. 

A  company  incorporated  by  the  State  of  New  York  for  the  im- 
provement of  this  navigation  has  made  considerable  progress,  and 
an  accurate  survey  having  been  taken  of  the  distances  and  levels  of 
the  greater  part  of  the  route,  the  result  Anil,  in  the  first  place,  be 
stated. 

Dist.    Fall. 
Miles.  Feet. 

From  the  tide  water  at  Troy  to  Lansing  Mills  on  the  Mohawk  is  found  the 
greatest  impediment  to  the  navigation  of  that  river,  consisting  of  the 
Cohoes  Falls,  which  are  seventy  feet  perpendicular,  and  of  a  succession  of 

other  falls,  which  continue  to  the  North  River 4§  140 

From  Lansing  Mills  up  the  Mohawk  to  Schenectady  the  height  of  the  river, 
at  the  time  when  the  survey  was  taken,  prevented  Mr.  Weston  from  cor- 
rectly ascertaining  the  levels.     The  fall  for  that  distance  is  therefore 

estimated  at 12^^    28i 

From  Schenectady  to  the  Little  Falls 57^  110^ 

The  Little  Falls,  which  before  the  improvements  made  by  the  company, 

interrupted  altogether  the  navigation f    42 

From  the  Little  Falls  to  Fort  Stanwix,  now  Rome 48      59^ 

This  is  the  head  of  the  na\'igation,  and  the  summit  level  between  it  and 
West  Wood  Creek,  a  branch  of  Lake  Ontario,  is  nine  feet  and  three  quar- 
ters above  that  part  of  the  river  Mohawk,  where  the  navigation  ceases.  -  -     If      9f 

12.T     390 


558  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 

The  whole  course  of  the  Mohawk  is  therefore  one  liundred  and 
twenty-five  miles  in  length,  and  the  fall  through  that  distance  from 
the  summit  level  to  tide  water  is  three  hundred  and  ninety  feet. 

Dist.    Fall. 
Miles.  Feet. 

At  the  distance  of  one  mile  and  three-quarters  is  Wood  Creek,  the  bed  of 
which  is  used  to  its  entrance  into  Lake  Oneida,  the  distance  along  its 
meanders  being  twenty-three  miles,  but  in  the  line  in  which  a  canal 
might  be  cut,  only  fourteen  miles,  and  the  fall  sixty  feet 14      60 

The  Oneida  forms  a  natural  canal  of  twenty  miles  in  length,  and  commu-  20 
nicates  by  the  Onondaga  and  Oswego  rivers  with  Lake  Ontario.  The 
distance  by  water  down  those  tWo  rivers  to  Oswego,  on  Lake  Ontario,  is 
sixty-three  miles.  The  upper  part  of  the  navigation  is  generally  good, 
but  the  last  twelve  miles  from  the  Oswego  Falls,  which  are  not  passable, 
to  Lake  Ontario,  are  a  continued  rapid.  The  fall  from  Lake  Oneida  to 
Lake  Ontario  has  not  been  ascertained  by  actual  measurement,  but  is 
estimated  at  one  hundred  and  thirty  feet.  From  Rotterdam,  on  Lake 
Oneida,  to  the  mouth  of  Salmon  Creek  on  Lake  Ontario,  a  few  miles  east 
of  Oswego,  the  distance  is  twenty-two  miles;  and  the  ground  being  favor- 
able, it  is  expected  that  the  line  of  canal  would  not  exceed  twenty-six 
miles 26     130 

60     190 

The  elevation  of  the  summit  level  between  the  Mohawk  and  the 
waters  of  Lake  Ontario,  being  only  three  hundred  and  ninety  feet 
above  the  tide  water  at  Troy,  and  one  hundred  and  ninety  feet  above 
Lake  Ontario,  a  canal  navigation  is  practicable  the  whole  distance. 
Whether  this  should  be  attempted  for  a  sloop  or  boat  navigation 
must  depend  principally,  if  not  altogether,  on  the  supply  of  water. 
It  is  stated  that  the  canal  from  the  summit  level  to  Troy  must  nec- 
essarily follow  the  valley  of  the  Mohawk,  and  perhaps  occasionally 
enter  and  cross  the  river.  Calculated  for  a  boat  navigation  the 
expense  may  be  estimated  as  follows : 

Mr.  Weston  estimated  the  expense  of  a  canal,  from  Lansing  Mills  to  tide 

water  at  Troy,  around  the  Cohoes  Falls,  at. $250, 000 

The  distance  from  the  summit  level  to  Lansing  Mill  is  120  miles,  and  to 
Lake  Ontario,  deducting  the  twenty  miles  occupied  by  Lake  Oneida, 
forty  miles,  together  one  hundred  and  sixty  miles  of  canal,  the  digging 
of  which,  at  $8,000  a  mile,  is 1,  280,  000 

The  fall  from  the  summit  level  to  Lansing  Mills  is  two  hundred  and  fifty 
feet,  and  to  Lake  Ontario  one  hundred  and  ninety  feet,  together  four 
hundred  and  forty  feet'  lockage,  which  will  require  fifty-five  locks  of 
eight  feet  lift  each.  These  at  $7,500,  the  cost  of  the  stone  locks  erected 
by  the  company  at  the  Little  Falls,  will  cost  about 420, 000 

Feeders  and  aqueducts  may  be  estimated  at "C 250, 000 

Making  altogether  two  millions  two  hundred  thousand  dollars 2,  200, 000 

It  is  not  believed  that  a  sloop  navigation,  if  practicable,  could  be 
effected  for  a  less  sum  than  five  millions  of  dollars.  The  following 
works  have  already  been  completed  by  the  company: 

At  the  Little  Falls  a  canal  three-quarters  of  a  mile  in  length  has 
been  opened,  and  a  descent  of  42  feet  effected  by  six  locks  of  solid 
masonry,  each  of  which  is  70  feet  long  and  12  feet  mde.  At  the 
German  flats,  four  miles  alcove  the  Little  Falls,  another  canal  one 
mile  in  length,  with  two  stone  locks  of  the  same  materials  and  dimen- 
sions, effects  a  descent  of  ten  feet. 

On  the  summit  level  a  canal  one  mile  and  three-quarters  in  length 
and  supphed  with  water  from  the  river  Mohawk  by  a  short  feeder, 
unites  that  river  and  Wood  Creek  by  means  of  two  locks  of  the  same 


THE    GALLATIN    REPORT  559 

dimensions  antl  materials,  one  at  each  extremity  of  the  canal.  All 
those  canals  are  two  feet  and  a  half  deep,  twenty-four  wide  at  bot- 
tom, and  tliirtj'-two  at  top,  and  admit  boats  of  ten  tons.  It  is  proper 
to  state  that  at  first  wooden  locks  had  been  erected  at  the  Little 
Falls  and  brick  locks  on  the  summit  canal.  At  both  places  the}'  had 
become  totally  unfit  for  service  at  the  end  of  seven  years,  and  it  was 
necessar}'  to  replace  them  ))y  stone  locks^a  circumstance  wliich 
increased  considerably  the  expense  of  the  undertaking. 

Several  minor  improvements  have  been  made  on  the  Mohawk,  and 
the  navigation  of  Wood  Creek,  of  wliich  the  ])rincipal  defect  is  want 
of  water,  has  been  improved  by  raising  dams  and  b}"  the  erection  of 
four  temporary  wooden  locks;  but  until  a  canal  shall  have  been 
opened  the  whole  distance  from  the  summit  level  to  Lake  Oneida,  the 
navigation  will  be  imperfect  and  the  profits  inconsiderable. 

The  funds  of  the  company  do  not  enable  them  to  undertake  the 
necessary  improvements  at  the  two  extremities  of  the  line,  a  canal 
around  the  Cohoes  Falls  to  tide  water  and  another  canal  from  Lake 
Oneida  to  Lake  Ontario.  The  usual  portage  at  the  first  place  is  from 
Schenectad}^  to  Albany,  and  a  very  good  and  expensive  artificial  road 
of  sixteen  miles,  made  by  another  compan}^,  unites  the  two  towns. 
Another  company  has  lately  been  incorporated  for  the  purpose  of 
making  an  artificial  road  at  the  other  extremity  of  the  line  from 
Rotterdam,  on  Lake  Oneida,  to  Salmon  Creek,  on  Lake  Ontario. 

The  capital  of  the  company  is  two  hundred  and  thirty-two  thousand 
dollars,  of  which  the  State  of  New  York  owns  ninety-two  thousand. 
But,  MTth  the  exception  of  one  dividend  of  three  per  cent,  all  the  tolls 
have  been  applied  to  the  works;  and,  including  these,  and  a  debt  of 
twenty  thousand  dollars  due  by  the  compam^,  the  whole  expenditure 
amounts  to  three  hundred  and  seventy  thousand  dollars.  The  annual 
tolls  do  not  yet  exceed  thirteen  thousand  dollars. 

III.  Niagara. 

The  fall  from  Lake  Erie  to  Lake  Ontario  has  already  been  stated 
at  four  hundred  and  fifty  feet.  A  company  had  also  been  incorporated 
by  the  State  of  New  York  for  the  purpose  of  opening  a  canal  at  this 
place ;  but  it  does  not  appear  that  anj^thing  ever  was  attempted  after 
the  survey  had  been  made.  The  intention  seems  to  have  been  to 
open  a  canal  navigation  for  boats  only  from  Fort  Sclilosser  to  Devil's 
Hole;  the  lake  itself  and  Giles's  Creek  would  have  supphed  the  w^ater, 
and  the  expense  was  estimated  at  four  hundred  and  thirty-seven 
thousand  dollars. 

It  is,  however,  evident  that  the  canal,  in  order  to  be  as  eminently 
useful  as  the  nature  of  the  undertaking  seems  to  require,  should  be  on 
such  scale  as  to  admit  vessels  wliich  can  navigate  both  lakes.  Con- 
sidering the  distance  which  in  that  case  must  be  extended  to  about 
ten  miles,  and  the  lockage  of  four  hundred  and  fifty  feet,  it  is  not 
beheved  that  the  expense  can  be  estimated  at  less  than  one  million 
of  dollars. 


560  REPORT   OF   THE   INLAND    WATERWAYS  COMMISSION 

The  works  necessary  to  effect  water  communications  between  the 
tide  water  of  the  North  River,  the  St.  Lawrence,  and  all  the  lakes, 
(Lake  Superior  only  excepted,)  are,  therefore,  estimated  at  four 
milhons  of  dollars,  viz: 

Northern  navigation  to  Lake  Champlain $800,  000 

Western  navigation  to  Lake  Ontario 2,  200,  000 

Falls  of  Niagara  for  a  sloop  navigation 1,  000,  000 

4,  000, 000 

The  papers  relative  to  these  communications  mil  be  found  under  the 
letter  B.  But  their  utility  will  not  be  confined  to  the  extensive  navi- 
gation of  the  lakes  themselves,  for  the  mountains  being  completely 
turned  when  arrived  into  Lake  Erie,  the  ridge  which  separates  the 
waters  emptying  into  that  and  into  Lake  Michigan  from  the  northern 
branches  of  the  Ohio  and  from  the  waters  of  the  Mississippi  is  of  a 
moderate  elevation,  and  is  gradually  depressed  in  its  course  west- 
wardly.  There  is  no  doubt  of  the  practicabihty  of  opening  canals 
at  a  future  period  between  several  of  those  waters,  either  by  selecting 
proper  levels  or  by  means  of  short  tunnels  across  favorable  parts  of 
the  ridge.  It  will  at  present  be  sufficient  to  point  out  the  principal 
communications  now  in  use. 

The  distance  from  Lake  Erie  to  Lake  Chetoughe,  an  extensive  and 
important  and  elevated  reservoir  which  is  the  source  of  the  Cano- 
wango,  a  branch  of  the  Alleganj^,  is  seven  miles  by  a  continual  ascent, 
the  elevation  of  which  is  not  ascertained. 

From  Presque  Isle,  on  Lake  Erie,  to  Le  Bceuf,  on  French  Creek, 
another  branch  of  the  Allegany,  the  distance  is  sixteen  miles,  and  a 
company  is  incorporated  by  the  State  of  Pennsylvania  for  making  an 
artificial  road  across  that  portage. 

The  navigation  from  Lake  Chetoughe  and  from  Le  Boeuf  to  Pitts- 
burg oft'ers  no  impediment  whenever  the  waters  are  high;  and  the 
greater  part  of  the  salt  now  consumed  in  the  northwest  counties  of 
Pennsylvania,  as  far  as  Pittsburg,  and  some  distance  down  the  Ohio, 
is  brought  from  the  salt  springs  of  New  York  by  Oswego,  through 
Lake  Ontario;  thence  across  the  portage  of  Niagara  to  Lake  Erie; 
and  thence,  by  either  of  the  two  last  mentioned  portages,  to  the  waters 
of  the  river  Allegany. 

The  distance  fi'om  the  place  where  the  Cayuga,  a  river  emptying 
into  Lake  Erie,  ceases  to  be  na^'igable  to  the  navigable  waters  of  the 
Muskingum,  which  empties  into  the  Oliio  one  hundred  and  sevent}" 
miles  below  Pittsburg,  is  only  six  miles;  and  a  company  is  said  to  be 
formed  for  the  improvement  of  that  communication. 

Sandusky  River  and  the  Scioto  take  their  sources  in  the  same  swamp. 
The  navigation  of  the  Miami  of  Lake  Erie  is  interrupted  by  some  falls; 
but  its  upper  branches  approach  those  of  the  ]\Iiami  of  the  Ohio,  and 
of  the  Wabash,  and  are  stated  as  being  nearly  on  the  same  level. 

The  Ilhnois  River,  which  empties  into  the  Mississippi  above  St. 
Louis,  rises  in  a  swamp,  which,  when  the  waters  are  high,  affords  a 
natural  canoe  navigation  to  the  source  of  Chicago  Creek,  a  short  stream, 
which  falls  into  Lake  Michigan  at  its  southern  extremity. 

Another  communication  generally  used  by  the  Indian  traders  is  that 
from  Green  Bay,  also  in  Lake  Michigan,  to  the  ^lississippi  by  Fox 
River  and  the  Wisconsin.     Nor  is  there  any  doubt  that,  if  the  inland 


THE   (JALLATIK    RHPOKT  5(il 

navigation  between  the  North  River  and  the  lakes  was  completely 
opened,  the  whole  Indian  trade  either  of  the  Mississippi  by  Lake 
Michigan,  or  of  the  northwest  by  Lake  Superior,  must  necessarily 
centre  in  an  Atlantic  port  of  the  United  States — a  consideration  of 
minor  importance  as  a  commercial  object,  when  compared  A\'ith  the 
other  advanta'j:es  of  that  great  communication,  ])ut  of  great  weight 
in  its  relation  to  the  pohtical  intercourse  of  the  United  States  with  the 
Indians. 

INTERIOR    CANALS. 

Under  this  denomination  will  be  included  all  the  canals  of  wliich 
any  kiiowleilge  has  been  obtained,  and  which  are  not  immediately 
on  the  rivers  opening  communications  with  the  western  waters  or 
with  those  of  the  St.  La\vrence,  although  some  of  them  may  be  con- 
sidered as  extending  those  commimications  to  more  remote  seaports. 
The  documents  from  which  the  information  is  extracted  will  be  found 
under  the  letters  C  c. 

I.  Merrimack. 

The  naAdgation  of  that  river,  which,  rising  in  the  State  of  New 
Hampshire,  falls  into  the  sea  at  Newburyport,  after  a  course  of  one 
hundred  and  eighty  miles,  is  interrupted  by  several  falls.  A  canal, 
called  Blodget's  Canal,  has  been  opened  around  Asmoskeag  Falls; 
lower  down,  and  about  forty  miles  from  the  sea,  the  Essex  Canal, 
foiu"  miles  in  length,  and  admitting  boats  drawing  tliree  feet  and  a 
half,  will  open  a  coimnunication  around  the  Patucket  Falls,  efi'ecting, 
through  three  locks,  a  descent  of  thirty-four  feet.  From  the  lower 
extremity  of  the  canal  the  river  is  naAdgable  to  the  head  of  the  tide 
at  Haverhill,  although  the  fall  be  fortj^-five  feet  within  that  distance. 
No  particular  account  has  been  received  of  the  capital  expended,  but 
it  is  beheved  that  the  work  will  be  profitable  to  the  undertakers. 

The  Middlesex  Canal,  uniting  the  waters  of  that  river  with  the 
harbor  of  Boston,  is,  however,  the  greatest  work  of  the  kind  which  has 
been  completed  in  the  United  States. 

That  canal,  12  feet  wide  and  3^  feet  deep,  draws  its  supply  of  water 
from  Sudbury  or  Concord  River,  a  branch  of  the  Merrimack,  and, 
from  the  summit  ground,  extends  six  miles,  with  a  descent  of  28  feet, 
to  the  Merrimack  above  the  Patucket  Falls,  and  22  miles,  with  a 
descent  of  107  feet,  to  the  tide  water  of  the  harbor  of  Boston.  The 
descent  to  the  Merrimack  is  effected  by  three,  and  that  to  the  tide 
water,  by  nineteen,  locks.  They  are  all  90  feet  long,  t2  feet  wide,  of 
sohd  masonry  and  excellent  workmanship. 

In  order  to  open  that  canal,  it  was  necessary  to  dig  in  some  places 
at  the  depth  of  20  feet,  to  cut  through  ledges  of  rocks,  to  fill  some 
valleys  and  morasses,  and  to  throw  several  aqueducts  across  the 
intervening  rivers.  One  of  these,  across  the  river  Shawshine,  is  280 
feet  long,  and  22  feet  above  the  river.  All  those  obstacles  have  been 
overcome,  and  boats  of  24  tons,  75  feet  long,  and  11  feet  wide,  can 
navigate  the  canal.  Those  in  most  general  use  are  of  smaller  dimen- 
sions, and  are  drawn  by  two  horses  at  the  rate  of  three  miles  an  hour. 
A  raft  of  one  mile  in  length,  and  containing  800  tons  of  timber,  has 
been  drawn  by  two  oxen,  part  of  the  way,  at  the  rate  of  one  mile  an 
hour.     Common  boats  pass  from  one  end  of  the  canal  to  the  other  in 


b(^2  EEPOET    OF    THE    INLAND    WATERWAYS    COMMISSION 

twelve  hours.  The  capital  expended  on  the  work  is  stated  at  $478,000, 
and  the  water-rights  and  necessary  land  cost  a  further  sum  of  $58,000; 
the  total  expense  has  exceeded  $550,000.  The  tolls  have  never  yet 
exceeded  $17,000  a  year,  but  are  increasing. 

Several  other  canals  have  been  contemplated  in  the  State  of  Mas- 
sachusetts, intended  to  unite  the  waters  of  Providence  or  Pawtucket 
River,  mth  those  of  Charles  River,  which  falls  into  the  harbor  of 
Boston,  and  of  the  river  Connecticut.  The  grounds  have  been  sur- 
veyed, but  no  particular  description  has  been  obtained,  and  the  works 
have  not  yet  been  commenced. 

II.  Schuylkill  and  Delaware. 

A  compan}^  was  incorporated  several  years  ago,  b}^  the  State  of 
Pennsylvania,  for  opening  a  canal  from  Xorristown,  on  the  river 
Schuylkill,  to  the  tide  water  of  the  Delaware  at  Philadelphia.  The 
distance  is  16  miles,  the  fall  53  feet,  and  the  canal,  deriving  its  water 
from  the  Schuylkill,  would  have  been  carried  on  a  level  to  Philadelpliia, 
and  in  its  descent  to  the  Delaware  suppKed  the  city  \\dth  water 
and  the  shipping  vriih  docks.  The  expense  had  been  estimated  at 
$533,000;  the  work  was  commenced,  one-third  part  of  the  digging 
effected,  and  a  considerable  sum  expended;  but,  either  from  want  of 
funds,  or  from  an  improper  selection  of  the  ground,  or  from  other 
causes,  not  fully  understood,  tlie  undertaking,  if  not  altogether 
abandoned,  has  been  suspended  for  several  years. 

This  canal  was  intended  as  the  first  hnk  of  an  extensive  western 
communication.  The  Schuylkill  from  Norristown  to  Reading,  46 
miles  higher  up  the  river,  being  navigable  a  great  portion  of  the  year, 
was  considered  as  the  next  link. 

III.  Schuylkill  and  Susquehannah. 

Another  company  was  incorporated  for  the  purpose  of  opening  an 
inland  navigation  between  Reading,  on  the  Schuylkill,  to  Mddletown, 
on  the  Susquehamiah.  Both  towns  are  in  the  great  limestone  valley, 
bej^ond  the  Blue  Ridge,  and  the  distance  is  70  miles.  It  had  been  at 
first  supposed  that  it  would  be  sufficient  to  cut  a  canal  four  miles  in 
length,  on  the  summit  level,  between  the  two  rivers,  and  thereb}^  to 
unite  the  Tulpehocken,  wliich  falls  into  the  Schuylkill,  %vith  the 
Quitipaliilla,  a  branch  of  the  Swatara,  which  empties  into  the  Sus- 
quehannah. But  it  was  soon  ascertained  that  the  original  plan  of 
improving,  by  a  succession  of  dams,  the  navigation  of  those  small 
rivers  was  erroneous,  and  that  it  would  be  necessary  to  cut  a  canal 
the  whole  way. 

The  summit  level  is  at  an  elevation  of  310  feet  above  the  Schuyl- 
kill, and  of  308  feet  above  the  Susquehannah.  Adjacent  springs  are 
considered  sufficient  for  the  upper  locks,  and  the  creeks  would,  after 
a  short  descent,  afford  an  abundant  supply.  The  proposed  dimen- 
sions of  the  canal  were,  a  breadth  of  20  feet  at  the  bottom,  and  a 
depth  of  3^  feet,  and  the  expense  was  estimated  at  near  $1,500,000. 

The  work  was  commenced;  the  canal  has  been  cut  the  whole  dis- 
tance of  four  miles  on  the  summit  level;  five  locks,  made  of  brick, 
have  been  constructed;  land  and  water-rights  have  been  purchased, 
and  a  considerable  capital  has  been  expended.  But  although  the 
State  of  Pennsylvania  has  permitted  the  company  to  raise  $266,600, 


THE   GALLATIN   REPORT  563 

hy  lottery,  and  is  boiinil  to  pay  to  them  $300,000  \vhenever  the  work 
shall  have  been  ct)m})leted,  it  remains  suspended  for  want  of  funds. 
The  great  lockage  necessary  for  this  canal  is  the  princij^al  objection 
to  that  line  of  communication;  and  it  has  been  suggested  that  a  canal 
from  Columbia,  on  the  Susquehannah,  to  tide  water,  or  to  the  great 
Delaware  and  Chesajx^ake  Canal,  would  be  much  less  expensive,  and 
equally  beneiicial,  both  to  the  interior  country  and  to  Philadelpliia. 
This  question,  as  many  others  suggested  in  this  report,  can  not  be 
decided  by  any  but  practical  and  skilful  engineers. 

IV.  Appomattox. 

A  conipan}^  has  been  incorporated  for  opening  a  canal  from  the 
upper  end  of  the  falls  of  that  river,  wliich  is  the  south  branch  of  James 
River,  to  Petersburg,  on  the  head  of  the  tide.  The  distance  is  five 
miles,  and  the  descent  more  than  30  feet,  to  a  basin  about  60  feet 
above  the  tide,  in  which  the  canal  will  terminate.  The  water  is . 
drawn  from  the  river;  and  the  canal,  16  feet  wide,  3  feet  deep,  and 
admitting  boats  of  6  tons,  is  nearly  completed.  The  capital  already 
expended  amounts  to  $60,000;  but  the  company  own  thirty  negroes, 
and  suppose  that  their  labor,  and  a  further  sum  of  $10,000,  will  be 
sufficient  to  build  the  locks,  and  to  dig  about  half  a  mile,  wliich 
remains  to  be  cut  in  order  to  open  the  communication  between  the 
river  and  the  basin.  This  work,  wlfich  has  been  carried  on  with  much 
zeal,  and  at  a  small  expense,  will  open  an  important  navigation  of 
near  100  miles. 

V.  Neuse  and  Beaxjfort. 

The  harbor  of  Beaufort,  in  Nortli  Carofina,  and  which  must  not  be 
confounded  with  that  of  the  same  name  in  South  Carolina,  admits 
vessels  drawing  18  feet  of  water.  Ocracoke  Inlet,  the  only  navigable 
entrance  into  the  Pamhco  and  Albermarle  sounds,  that  extensive 
estuary  of  the  rivers  Chowan,  Roanoke,  Tar,  and  Neuse,  has  less  water, 
and  is  seventy  miles  from  Newburn,  on  the  last  mentioned  river. 
The  distance  between  Newport  or  Beaufort  river  and  the  Neuse  being 
only  three  miles,  and  the  elevation  of  the  highest  intervening  ground 
no  more  than  seven  feet  above  tide  water,  a  canal,  uniting  the  two 
rivers,  was  undertaken  by  a  company  incorporated  for  that  purpose 
by  the  State  of  North  Carolina.  All  the  shares  have,  from  particular 
circumstances,  become  the  property  of  one  individual;  and  the  work 
which  had  been  commenced  some  years  ago,  is  now  suspended. 

VI.  Cape  Fear  River. 

A  company,  incorporated  by  the  same  State  for  improving  the 
navigation  of  this  river,  after  having  exhausted  a  portion  of  their 
funds,  which  did  not  exceed  $12,000,  in  fruitless  attempts  to  improve 
the  natural  navigation,  of  the  river,  have  opened  a  canal  with  a  lock, 
which  opens  a  safe  passage  around  the  Buckhorn  or  Great  Falls,  seven 
miles  below  the  junction  of  the  Deep  and  Haw  rivers.  Another  canal, 
six  miles  in  length,  wdth  two  locks,  is  necessary,  around  Smilie's  Falls. 
Nearly  half  that  distance  has  been  completed;  but  the  work  is  now 
suspended  for  want  of  funds.  The  legislature  has  lately  authorized 
the  company  to  increase  their  capital. 


564  REPORT    OF    THE   INLAND    WATERWAYS    COMMISSION 

VII.  Neav  Orleans. 

The  canal  Carondelet,  which  has  already  been  mentioned,  extends 
from  Bayou  St.  John  to  the  fortifications  or  ditch  of  the  city,  and 
thereby  opens  an  inland  communication  with  Lake  Pontchartrain.  A 
company  is  incorporated  by  the  Territorial  Legislature  for  the  pur- 
pose of  repairing  and  improving  that  work  and  of  uniting  the  canal 
by  locks  with  the  Mississippi.  Independent  of  other  advantages,  this 
undertaking  would  enable  Govermnent  to  transport  with  facility  and 
use  the  same  naval  force  for  the  defence  of  both  the  Mississippi  and 
Lake  Pontchartrain,  the  two  great  avenues  by  which  New  Orleans 
may  be  approached  from  the  sea. 

TURNPIKE    OR    ARTIFICIAL    ROADS. 

A  great  number  of  artificial  roads  have  been  completed  in  the 
Eastern  and  Middle  States,  at  an  expense  varying  from  less  than  $1,000 
to  $14,000  a  mile.  The  labor  bestowed  on  the  least  expensive  species 
consists  in  shortening  the  distance,  diminishing  the  ascent  of  hills, 
removing  rocks,  levelling,  raising,  and  giving  a  proper  shape  to  the  bed 
of  the  roads,  draining  them  by  ditches,  and  erectmg  bridges  over  the 
intervening  streams.  But  the  natural  soil  of  the  road  is  used,  instead 
of  covering  it  with  a  stratum  of  gravel  or  pounded  stones. 

It  appears,  by  one  of  the  papers  marked  D.,  under  which  letter  will 
be  found  all  the  information  which  has  been  obtained  respecting 
roads,  that  fifty  turnpike  companies  have  been  incorporated  since  the 
year  1803  in  the  State  of  Connecticut  alone,  and  that  the  roads  under- 
taken by  those  companies  are  all  of  that  description.  Thirty-nine 
of  those  roads,  extending  together  770  miles,  are  completed.  The 
most  expensive  is  that  from  New  Haven  to  Hartford,  which  has  cost 
$79,261,  or,  the  distance  being  34 f  miles,  at  the  rate  of  $2,280  a  mile; 
but  about  $18,000  of  the  capital  have  been  expended  in  the  purchase  of 
the  land  through  which  the  road  is  carried.  Thenett  income  on  this 
road,  deducting  the  annual  repairs  and  expenses  from  the  annual 
tolls,  does  not  exceed  $3,000.  Of  six  of  the  roads,  which,  together, 
extend  120  miles,  no  account  has  been  received.  The  other  thirty-two 
extend,  together,  615  miles,  and  have  cost  only  $340,000,  or,  on  an 
average,  at  the  rate  of  $550  a  mile,  and  it  seems  that  the  aggregate  of 
annual  tolls  on  the  whole  is  $86,000,  from  which,  deducting  tne  annual 
repairs  and  expenses,  amounting  to  $48,000,  leaves  a  nett  income  of 
$38,000,  or  of  about  11  per  cent  on  the  capital  expended. 

No  particular  account  has  been  received  of  the  roads  in  the  other 
Eastern  States,  but  it  is  known  that  besides  some  of  a  similar  descrip- 
tion with  those  of  the  State  of  Connecticut  several  of  a  more  expensive 
kind  ha,ve  been  completed,  particularly  in  Massachusetts.  The  cost 
has  varied  from  $3,000  to  $14,000  a  mile,  and  amongst  artificial  roads 
of  the  first  grade  may  be  mentioned  those  from  Boston  to  Providence, 
to  Salem,  and  to  Newburyport.,  These  are  all  covered  with  an  artificial 
stratum  of  gravel  or  pounded  stones  and  finished  in  the  most  sub- 
stantial manner.  Great  expense  has  also  been  incurred  in  order  to 
shorten  the  distance  without  exceeding  the  angle  of  ascent,  which  is 
fixed  at  five  degrees,  and  it  is  stated  that  the  road  to  Newburyport, 
thirty-two  miles  in  length,  and  in  which  marshes  and  rocks  presented 
considerable  obstacles,  has  cost  $400,000,  or  at  the  rate  of  $12,500  a 


THE    GALLATIN    REPORT  565 

mile.  Those  expensive  roads,  however  useful  and  permanent,  appear 
to  be  much  less  profitable  than  those  of  Connecticut.  The  Salem  road 
is  said  to  yield  slx  per  cent.  Another  road  has  been  stated  as  yielding 
eight  per  cent.  The  income  of  all  the  others  in  the  State  of  Massa- 
chusetts is  said  not  to  exceed  on  an  average  three  per  cent,  and  that  of 
the  road  from  Boston  to  Newburyport  amounts  to  no  more  than  two 
per  cent. 

A  greater  capital  has  been  vested  in  turnpike  roads  in  the  State  of 
New  York  than  in  any  other.  In  less  than  seven  years  sixty-seven 
companies  have  been  incorporated,  with  a  nominal  capital  of  near 
$5,000,000,  for  the  purpose  of  making  more  than  three  thousand  miles 
of  artificial  roads,  and  twenty-one  other  companies  have  also  been 
incorporated,  with  a  capital  of  $400,000,  for  the  purpose  of  erecting 
twenty-one  toll-bridges.  Although  no  particular  account  has  been 
received  either  of  the  capital  actually  expended,  of  the  annual  amount 
of  tolls,  or  of  the  materials  of  the  roads,  it  is  known  that  great  progress 
has  been  made,  and  it  has  been  stated  that  nine  hundred  miles  of  road 
were  already  completed  by  twenty-eight  companies,  whose  capital 
amounted  to  $1,800,000,  and  who  had  two  hundred  miles  more  of  road 
to  finish. 

Those  roads  extend  in  every  direction,  but  particularly  from  every 
town  or  village  on  the  North  River,  westwardly  and  northwestwardly 
towards  the  waters  of  the  Susquehannah  and  those  of  the  Great  Lakes. 
The  most  expensive  is  that  from  Albany  to  Schenectady,  fourteen 
miles  long,  and  which  has  cost  at  the  rate  of  $10,000  a  mile.  Near  one 
hundred  and  forty  miles  of  roads  extending  westwardly  from  Albany 
and  Schenectady  appear  to  have  cost  at  the  rate  of  $2,500  or  $3,000  a 
mile.  The  expense  of  all  the  others  does  not  seem,  on  an  average,  to 
exceed  $1,250  a  mile. 

More  detailed  information  has  been  obtained  respecting  the  roads  in 
New  Jersey,  Pennsylvania,  and  Maryland. 

In  New  Jersey  a  turnpike  road  has  lately  been  completed  from 
Trenton  to  Brunswick.  The  distance  is  twenty-five  miles,  the 
greatest  angle  of  ascent,  three  degrees;  and  the  road  is  nearly  in  a 
straight  line,  the  only  considerable  obstruction  being  the  "sand 
hills,"  through  which  it  was  necessary  to  dig  at  the  depth  of  thirty 
feet  in  order  not  to  exceed  the  angle  of  ascent.  The  road  is  thirty-six 
feet  wide,  fifteen  feet  of  which  are  covered  with  about  six  inches  of 
gravel.  A  few  wooden  bridges  with  stone  abutments  and  piers  have 
be^n  erected  across  the  intervening  streams.  The  whole  expense  is 
stated  at  $2,500  a  mile.  From  Brunswick  the  road  will  be  extended  to 
Elizabethtown,  and  the  work  is  now  progressing.  Another  road  has 
been  undertaken  in  the  same  State  from  Brunswick  to  Easton  on  the 
river  Delaware.  The  distance  is  forty-three  miles,  of  which  eleven 
have  been  completed  at  an  expense  of  $40,000.  This  road  will  be  more 
expensive  than  the  preceding,  both  on  account  of  the  ground,  the 
bridges  being  more  numerous,  and  the  Blue  Ridge  (^msconekong 
Mountain)  intervening,  and  because  a  more  substantial  facing  or 
greater  thickness  of  gravel  is  requisite.  The  funds  of  the  company 
are  exhausted. 

In  Pennsvlvania  artificial  roads  of  the  most  substantial  kind  have 
been  completed  or  are  progressing  from  Philadelphia  in  sundry 
directions. 


566  REPORT    OF    THE   INLAND    WATERWAYS    COMMISSION 

The  principal  are  to  Bristol  and  Trenton,  twelve  miles  of  which  are 
completed;  to  Germantown  and  Perkioman,  with  two  branches  to 
Willow  Grove  and  to  Chestnut  Hill;  and  to  Lancaster  and  Columbia, 
with  a  branch  to  Harrisburg. 

The  distance  from  Philadelphia  to  Perkioman  is  twenty-five  miles 
and  a  quarter;  the  two  branches  extend  one  ten  miles  and  the  other 
seven  miles  and  a  half,  making  together  near  forty-three  miles.  The 
angle  of  ascent  is  four  degrees;  the  breadth  of  the  road  fifty  feet,  of 
which  twenty-eight  feet,  having  a  convexity  of  fifteen  inches,  are 
covered  with  a  stratum  either  of  gravel  eighteen  inches  thick  or  of 
pounded  stones  twelve  inches  thick.  One-half  of  the  stones,  forming 
the  lower  part  of  the  stratum,  are  broken  into  pieces  not  more  than  five 
inches  in  diameter;  the  other  half,  or  upper  part  of  the  stratum,  con- 
sists of  stones  broken  into  pieces  not  more  than  two  inches  and  a  half  in 
diameter,  and  this  dift'erence  in  the  size  of  the  stones  is  represented  as 
a  considerable  defect.  Side  or  summer  roads  extend  on  each  side  of  the 
gravel  or  stone  road.  The  five  miles  next  to  Philadelphia  have  cost  at 
the  rate  of  $14,517  a  mile;  the  other  twenty  miles  and  ahalf  at  the  rate 
of  $10,490  a  mile.  Yet  there  were  no  natural  impediments,  and  only 
small  bridges  or  culverts  were  necessary.  The  capital  expended  on 
these  twenty-five  miles  and  a  half  is  $285,000;  the  tolls  amount  to 
$19,000;  the  annual  repairs  and  expenses  to  $10,000;  the  nett  income  to 
about  $9,000,  or  little  more  than  3  per  cent  on  the  capital  expended. 

The  distance  from  the  Schuylkill  at  Philadelphia  to  Lancaster  is 
sixty-two  miles  and  a  quarter.  Exclusively  of  the  side  or  summer  roads 
twenty-four  feet  of  the  bed  of  the  road  are  covered  with  a  stratimi  of 
pounded  stones,  eighteen  inches  thick  in  the  middle  of  the  road  and 
decreasing  each  way  to  twelve  inches.  The  valley  hills  are  the  most 
elevated  and  steep  on  the  road;  but  the  angle  of  ascent  nowhere  ex- 
ceeds four  degrees.  Stone  bridges  have  been  erected  across  all  the 
intervening  streams.  That  across  the  river  Conestogo,  consisting  of 
nine  arches,  is  private  property,  and  the  most  expensive  built  by  the 
company  is  that  across  the  Brandywine,  consisting  of  three  arches  of 
solid  masonry,  and  which  cost  $12,000.  The  capital  of  the  company 
amounted  to  $360,000;  but  this  being  insufficient,  it  became  necessary 
to  apply  a  considerable  portion  of  the  tolls  to  the  completion  of  the 
work.  The  whole  expense  amounts  to  $465,000,  or  at  the  rate  of  about 
$7,500  a  mile.  The  annual  tolls  have  not  yet  exceeded  $25,000,  and 
the  annual  repairs  and  expenses  are  estimated  at  $13,000,  leaving  a 
nett  income  of  about  $12,000.  The  prospect  of  an  increased  profit, 
derived  from  the  proposed  extension  of  the  road,  has,  however,  raised 
the  price  of  that  stock  nearly  to  par. 

The  Lancaster  road,  the  first  extensive  turnpike  that  was  com- 
pleted in  the  United  States,  is  the  first  link  of  the  great  western  com- 
munication from  Philadelphia.  It  has  been  extended  ten  miles  west- 
wardly  to  Columbia  on  the  Susquehannah,  and  another  brancli  is  now 
progressing  northwestwardly  to  Harrisburg,  also  on  the  Susquehannah 
and  thirty-six  miles  from  Lancaster.  The  State  of  Pennsylvania  has 
also  incorporated  two  companies  in  order  to  extend  the  road  by  two 
different  routes  as  far  as  Pittsburg  on  the  Ohio,  and  near  three 
lmn(h-e(l  miles  from  Philadelphia.  The  southern  route  following  tlie 
main  post  road  passes  by  fiedfoi'd  and  Somerset.  The  northern 
route  passes  by  Huntingdon  and  Frankstown,  the  highest  j)oint  to 


THE   GALLATIN    REPORT  567 

which  the  Juniata  branch  of  the  Susquehannah  is  navigable.  To  this 
route  the  State  has  authorized  a  subscription  of  SI 00,000. 

Other  roads  in  a  northwest  direction  from  Phihidelphia  towards  the 
Genesee,  and  Presque  Isle  on  Lake  Erie,  are  also  progressing  and  have 
been  encouraged  by  the  subscriptions  or  donations  of  the  legislature. 
They  are  generally  on  a  much  less  expensive  plan  than  those  in  the 
direction  of  Pittsburg.  A  section  of  thirty  miles  from  Lausanne,  on  the 
Lehigh,  to  Nescopeck,  on  the  Susquehannah,  has  been  completed  at  the 
expense  of  S36,000  by  a  company,  and  it  is  intended  to  extend 
it  seventy  miles  further  to  Newton  on  the  Tioga  branch  of  the 
Susquehannah. 

In  Maryland,  roads  extending  from  Baltimore  in  various  directions 
have  lately  been  undertaken  b}'  several  companies  and  are  rapidly 
progressing.  On  the  falls  turnpike,  which  ex'tends  in  a  northerly 
direction,  about  four  miles  of  a  road  twenty-two  feet  Avide,  covered 
mth  a  stratum  of  pounded  stones  ten  inches  thick,  and  having  an 
ascent  not  exceeding  four  degrees,  have  been  completed  at  the  rate  of 
$7,500  a  mile. 

The  ''Reistertown"  turnpike,  in  a  northwestwardly  direction,  ex- 
tends sixteen  miles  to  that  village,  whence  two  branches,  extending 
one  nineteen  and  the  other  twenty-nine  miles  further,  will  enter 
Pennsylvania  at  two  different  places.  The  road,  twenty-four  feet 
wide,  is  covered  with  a  stratum  twelve  inches  thick  of  pounded  stones 
not  more  than  three  inches  in  diameter.  The  angle  of  ascent  does 
not  exceed  three  degrees  and  a  half.  Ten  miles  have  been  completed 
at  the  expense  of  $10,000  a  mile,  and  the  work  is  progressing.  The 
capital  of  the  company  amounts  to  $420,000. 

The  capital  of  the  "  Fredericktown  "  turnpike  company  amounts  to 
$500,000,  and  the  company  is  authorized  to  open  the  great  western 
road  as  far  as  Boonsborough,  beyond  the  Blue  Ridge,  and  sixty-two 
miles  from  Baltimore.  The  angle  of  ascent  \dll  not  exceed  four  degrees, 
the  road  has  a  convexity  of  nine  inches,  and  on  a  breadth  of  twenty- 
two  feet  is  covered  with  a  stratum  ten  inches  thick  of  pounded  stones 
not  exceeding  three  inches  in  diameter,  over  which  are  spread  two 
inches  of  gravel  or  coarse  sand.  The  first  twenty  miles  next  to  Balti- 
more have  cost  at  the  rate  of  $9,000,  and  the  next  seventeen  miles  are 
contracted  for  at  the  rate  of  $7,000  a  mile. 

The  distance  from  Boonsborough  to  Cumberland,  at  the  foot  of  the 
Allegany  mountains,  following  the  present  road,  is  seventy-three 
miles,  and  although  the  company  is  not  yet  authorized  to  extend  the 
turnpike  to  that  place  the  ground  has  been  surveyed,  and  it  is  ascer- 
tained that  the  road  may  be  continued  \\'ith  an  angle  of  ascent  not 
exceeding  four  degrees.  The  ascent  of  the  road  laid  out  by  the  United 
States  from  Cumberland  to  Brownsville,  on  the  jMonongahela,  does  not 
exceed  five  degrees,  and  the  distance  is  seventy-two  miles,  making  the 
whole  distance  of  a  turnpike  road  from  Baltimore  to  the  navigable 
waters  of  the  Oliio  two  hundred  and  seven  miles. 

The  distance  from  the  city  of  Washington  to  the  same  spot  on  the 
Monongahela  is  some  miles  shorter,  being,  as  has  already  been  stated, 
the  shortest  communication  between  tide  water  and  the  navigable 
western  waters. 

South  of  the  Poti)mac  few  artificial  roads  have  been  undertaken. 
From  Alexandria  one  is  now  ])rogressing,  in  a  northwestwardly  direc- 
tion, towards  Middleburg.    Aiiother  has  lately  been  commenced  from 


568  KEPORT    OF   THE   INLAND    WATERWAYS   COMMISSION 

Richmond  to  Ross's  coal  mine;  but  the  only  one  which,  so  far  as  any 
accounts  have  been  received,  is  completed  extends  twelve  miles  from 
Manchester,  opposite  to  Richmond,  in  a  westwardly  direction,  to  the 
coal  mines  of  Falling  Creek.  This  road,  thirty-six  feet  wide,  is 
gravelled  and  has  cost  $50,000;  but  the  last  four  mUes  did  not  cost 
more  than  at  the  rate  of  $3,000  a  mile.  Yet  it  is  sufficiently  sub- 
stantial, the  route  being  very  level,  to  admit  wagons  carrying  four  tons. 

The  greater  progress  made  in  the  improvement  of  roads  in  the  north- 
ern parts  of  the  Union  must  be  principally  ascribed  to  a  more  compact 
population,  which  renders  those  improvements  more  necessary,  and  at 
the  same  time  supplies  with  greater  facility  the  means  of  effecting 
them.  The  same  difference  is  perceptible  in  the  number  of  bridges 
erected  in  the  several  States. 

In  the  Eastern  States,  and  particularly  Massachusetts,  wooden 
bridges,  uniting  boldness  to  elegance,  and  having  no  defect  but  want  of 
durability,  have  been  erected  over  the  broadest  and  deepest  rivers.  In 
the  lower  counties  of  Pennsylvania  stone  bridges  are  generally  found 
across  all  the  small  streams.  Both  in  that  State  and  at  some  distance 
eastwardly  bridges  wdth  stone  piers  and  abutments  and  a  wooden 
superstructure  are  common  over  wide  rivers.  Of  these  the  most  ex- 
pensive, and  which  may  be  considered  as  the  first  in  the  United  States, 
is  the  permanent  Schuylkill  bridge  near  Pliiladelphia,  erected  by  a 
company  at  an  expense  of  $300,000.  Its  length,  including  the  abut- 
ments, does  not  exceed  750  feet,  and  it  is  supported  only  by  two  piers 
and  the  abutments;  but  those  piers,  195  feet  apart,  are  of  the  most 
solid  workmanship,  and  one  of  them  was  sunk  at  a  depth  of  more  than 
24  feet  below  low  water.  The  bridge  is  42  feet  wide,  and  the  wooden 
superstructure  is  enclosed  and  covered  with  a  shingle  roof. 

The  want  of  bridges  south  of  Pennsylvania,  even  on  the  main  post 
road,  is  sensibly  felt.  One  lately  thrown  across  the  Potomac  three 
miles  above  the  city  of  Washington,  and  which  without  any  inter- 
A^ening  piers  is  wholly  suspended  to  iron  chains  extending  from  bank 
to  bank,  deserA^es  notice  on  accoimt  of  the  boldness  of  its  construc- 
tion and  of  its  comparative  cheapness.  The  principle  of  this  new 
plan,  derived  from  the  tenacity  of  iron,  seems  applicable  to  all  rapid 
streams  of  a  moderate  breadth. 

The  general  principles  of  improved  roads  seem  to  be,  1st,  the  reduc- 
tion of  hills  by  diminishing  the  angle  of  ascent,  which  ought  not  to 
exceed,  whenever  practicable,  three  and  a  half  degrees,  and,  under  no 
circumstances,  five  degrees;  2dly,  a  sufficient  convexity  in  the  bed  of 
the  road,  together  with  ditches  and  drains,  all  which  are  intended  to 
prevent  the  injury  caused  by  standing  water  or  freshets;  3dly,  an  arti- 
ficial bed  of  pounded  stones  or  gravel,  sufficiently  substantial  to  sup- 
port the  weight  of  the  carriages  in  general  use  on  the  road,  either  for 
the  conveyance  of  persons  or  for  the  transportation  of  merchandise. 

On  the  last  point,  it  appears,  from  the  facts  already  stated  or  scat- 
tered in  the  communications  received  on  that  subject,  1st,  that  the 
stones  ought  to  be  similar  in  quality  and  reduced  to  the  same  size, 
should  not  exceed  three  inches  in  diameter;  2d,  that  the  preferable 
qualities  of  stone  rank  in  the  following  order:  Hard  black  stone, 
granite,  flint  or  quartz,  blue  hmestone,  white  limestone;  3d,  that  the. 
stratum  may  be  either  of  pounded  stones,  12  inches  thick,  or  of 
pounded  stones,  10  inches  thick,  with  2  inches  of  gravel  spread  over 
the  stones,  or  entirely  of  gravel,  18  inches  thick;  4th,  that,  when  the 
materials  are  equally  convenient,  the  expense  of  those  three  modes 


THE  GALLATIN   REPORT  569 

will  not  materially  differ,  but  that  the  rate  of  expense  depends  ])rin- 
cipally  on  the  number  of  hills  and  bridges,  distance  of  materials, 
breadth  of  the  road,  and  price  of  labor;  and,  5th,  that  the  general 
adoption  of  broad  wheels  for  the  transportation  of  heavy  loads  is 
necessary  to  the  full  enjoyment  of  the  advantages  expected  from  the 
most  substantial  artificial  roads.  On  the  degree  of  convexity,  and 
on  the  proper  shape  to  be  given  to  the  natural  bed  of  the  road  under 
the  artificial  stratum,  a  diversity  of  opinions  seems  to  prevail. 

The  roads  heretofore  made  may  be  divided  into  three  general  classes: 

1.  Those  where  the  only  improvement  consists  in  the  reduction  of 
hills,  and  in  the  convexity  and  ditches  of  the  road,  whereby  the  angle 
of  ascent  is  rendered  more  easy  and  standing  water  excluded,  but 
where  the  natural  soil  is  used  without  any  artificial  stratum.  The 
expense  of  these  roads  may  vary,  according  to  local  circumstances 
and  the  perfection  of  the  work,  from  five  hundred  to  one  thousand 
dollars  per  mile.  They  are  most  generally  in  use  in  the  Eastern 
States,  and  may  be  introduced  with  advantage  in  all  those  districts 
of  country  where  wealth  does  not  admit  more  expensive  improve- 
ments or  where  the  materials  of  an  artificial  statum  are  altogether 
wanting.  It  is  only  in  the  last  case  that  they  may  be  considered  as 
a  national  object;  and  no  other  improvement,  besides  bridges  and 
causeways,  is  perhaps  practicable  in  the  lower  country  of  the  Southern 
States.  Iron  and  even  timber  railroads  may,  however,  be  sometimes 
substituted  in  those  level  parts  of  the  country  where  stones  and  gravel 
are  not  to  be  found. 

2.  Roads  prepared  as  above,  of  a  reduced  breadth  and  covered 
with  a  thin  coat  of  gravel  not  more  than  six  or  nine  inches  thick, 
such  as  the  turnpike  lately  made  between  Trenton  and  Brunswick. 
These  roads,  the  expense  of  which  may  be  estimated  at  about  three 
thousand  dollars  a  mile,  may  be  used  wherever  the  frost  does  not 
materially  affect  them  and  in  every  climate  where  they  are  intended 
principally  for  the  conveyance  of  persons,  and  not  for  the  transporta- 
tion of  heavy  loads. 

3.  The  artificial  roads  of  the  best  construction,  sucli  as  have  been 
already  described.  These,  when  not  exceeding  twenty-two  feet  in 
breadth,  and  except  in  the  vicmity  of  large  cities,  will  cost  at  the  rate 
of  seven  thousand  dollars  a  mile,  exclusively  of  bridges  over  large 
rivers;  and  they  must  be  resorted  to  whenever  a  commercial  road  for 
heavy  transportation  is  intended,  particularly  in  the  Middle  States, 
or  rather  in  the  United  States  between  41  and  36  degrees  of  north 
latitude.  North  of  the  41st  degree  the  snow  lies  generally  during 
the  whole  winter;  and  the  great  bulk  of  heavy  transportation  is 
effected  in  sleighs  during  that  season.  There  is,  therefore,  less  neces- 
sity for  using  the  roads  in  the  spring;  and  they  are  also  better  pro- 
tected against  the  effects  of  the  frost  by  the  snow.  South  of  the  36th 
degree,  which  in  the  Atlantic  States  may  be  considered  as  the  boundary 
of  the  great  cotton  cultivation,  the  frost  does  not  materially  injure 
the  roads.  It  is  between  those  two  extremes  that  the  most  sub- 
stantial are  rec[uired;  and  it  also  happens  that  the  great  land  com- 
munications with  the  western  country,  which  considerably  increase 
the  amount  of  transportation,  are  principally  within  the  same  limits. 

The  same  principles  which  have  directed  the  arrangement  ado]:)ted 
in  this  report  in  relation  to  canals  will  also  point  out  those  roads  which 
seem,  in  the  first  instance,  to  claim  the  patronage  of  the  General 
Government. 

31673— S.  Doc.  325,  60-1 37 


570  REPORT   OF   THE   INLAND    WATERWAYS   COMMISSION 

Those  which  appear  most  necessary  for  the  communications 
between  the  Athmtic  and  western  rivers  have  ah-eady  been  mentioned 
under  that  head;  and  the  improvement  of  the  water  communication 
between  the  North  River  and  the  Great  Lakes  ought  to  take  the  pre- 
cedence of  any  other  in  that  direction. 

That  road  which,  therefore,  seems  exclusively  to  claim  public 
attention,  is  a  great  turnpike  extending  from  Maine  to  Georgia  in 
the  general  direction  of  the  seacoast  and  main  post  road,  passing 
through  all  the  principal  seaports.  The  general  convenience  and 
importance  of  such  a  work  are  too  obvious  to  require  any  comments; 
and  the  expense  seems  to  be  the  primary  object  of  consideration. 

'  The  distance  will  be  roughly  estimated  at  one  thousand  six  hundred 
miles;  and  from  what  has  been  stated  on  the  subject  of  roads  generally 
it  may  be  inferred  that  the  greater  part  of  the  road  being  intended 
almost  exclusively  for  travelling,  and  not  for  transportation  of  heavy 
articles,  the  expense  cannot  exceed  the  rate  of  three  thousand  dollars 
a  mile.  For  although  some  detached  portions  of  the  route,  being 
commercial  roads,  must  be  improved  as  such,  and  at  a  greater  expense, 
an  equivalent  reduction  in  other  parts  will  result  from  those  portions 
which  are  already  improved  by  private  companies,  and  from  the 
impossibility,  for  want  of  materials  for  an  artificial  stratum,  of  going 
in  some  places  beyond  what  has  been  described  as  the  first  or  cheapest 
species  of  turnpike.  The  whole  expense  may,  therefore,  be  estimated 
at  $4,800,000.  A  secondary  object,  but  of  more  importance  to  Gov- 
ernment than  to  individuals,  would  be  the  improvement,  on  a  much 
less  expensive  scale,  of  certain  portions  of  roads  leading  to  some 
points  on  the.  extremes  of  the  Union,  intended  principally  for  the 
purpose  of  accelerating  the  progress  of  the  man  and  the  prompt 
transmission  of  information  of  a  public  nature.  The  points  contem- 
plated are  Detroit,  St.  Louis  in  Upper  Louisiana,  and  New  Orleans. 
The  portions  of  road  which,  traversing  a  wilderness,  cannot  be 
improved  without  the  aid  of  the  United  States  are  from  the  Tus- 
carora  branch,  of  the  Muskingum  to  Detroit;  from  Cincimiati,  by 
Vincennes,  to  St.  Louis;  and  from  Nashville  in  Tennessee  or  Athens 
in  Georgia  to  Natchez.  The  expense  necessary  to  enable  the  mail 
and  even  stages  to  proceed  at  the  rate  of  eighty  miles  a  day  may, 
at  the  rate  of  about  two  hundred  dollars  a  mile,  includin<j:  bridges 
over  all  the  small  streams,  be  estimated,  for  those  three  roads,  at  two 
hundred  thousand  dollars. 

RECAPITULATION    AND    RESOURCES. 

The  improvements  which  have  been  respectfully  suggested  as 
most  important  in  order  to  facilitate  the  communication  between  the 
great  geographical  divisions  of  the  United  States  will  now  be  recapit- 
ulated and  their  expense  compared  with  the  resources  applicable 
to  that  object. 

I.  From  north  to  south,  in  a  direction  parallel  to  the  seacoast. 

1.  Canals  opening  an  inland  navigation  for  sea  vessels  from 
MaHsachnsetts  to  North  Carolina,  being  more  than  two- 
thirds  of  the  Atlantic  seacoast  of  the  United  States,  and 

across  all  the  princiinil  capes,  Cape  Fear  excepted $3, 000, 000 

2.  A  great  turnpike  road  from  Maine  to  Georgia  along  the 

whole  extent  of  the  Atlantic  seacoast 4,  800, 000 

$7,800,000 


THE   GALLATIN    REPOET  571 

II.  From  east  to  west,  forming  communications  across  the 

mountains  between  the  Atlantic  and  western  rivers. 

1.  Improvement  of  the  navigation  of  four  great  Atlantic 

rivers,  including  canals  parallel  to  them $  I,  500, 000 

2.  Four  firstrate  turnpike  roads  from  those  rivers  across  the 
mountains,  to  the  four  corresponding  western  rivers. ...     2,  800, 000 

3.  Canal  around  the  falls  of  the  Ohio 300, 000 

4.  Improvement  of  roads  to  Detroit,  St.  Louis  and  New 

Orleans 200, 000 

$4,800,000 

III.  In  a  northern  and  northwestwardly  direction,  forming 
inland  navigations  between  the  Atlantic  seacoast,  and 
the  Great  Lakes  and  the  St.  Lawrence. 

1.  Inland  navigation  between  the  North  River  and  Lake 
Champlain 800,000 

2.  Great  mland  navigation  opened  the  whole  way  by  canals 

■      from  the  North  River  to  Lake  Ontario 2,  200, 000 

3.  Canal  around  the  falls  and  rapids  of  Niagara,  opening  a 
sloop  navigation  from  Lake  Ontario  to  the  upper  lakes  as 

far  as  the  extremities  of  Lake  Michigan 1, 000, 000 

4, 000, 000 

Making,  together 16,  600, 000 

IV.  The  great  geographical  features  of  the  country  have  been 
solely  adhered  to  in.  pointing  out  those  lines  of  coniinunication ;  and 
these  appear  to  embrace  all  the  great  interests  of  the  Union  and  to 
be  calculated  to  diffuse  and  increase  the  national  wealth  in  a  very 
general  way  by  opening  an  intercourse  between  the  remotest  extremes 
of  the  United  States.  Yet  it  must  necessarily  resvdt  from  an  adher- 
ence to  that  principle  that  those  parts  of  the  Atlantic  States  through 
which  the  great  western  and  northwest  communications  will  be  car- 
ried must,  in  addition  to  the  general  advantages  in  which  they  will 
participate,  receive  from  those  communications  greater  local  and 
immediate  benefits  than  the  Eastern  and  perhaps  Southern  States. 
As  the  expense  must  be  defrayed  from  the  general  fimds  of  the  Union, 
justice,  and,  perhaps,  policy  not  less  than  justice,  seems  to  require 
that  a  number  of  local  improvements,  sufficient  to  equalize  the  advan- 
tages, should  also  be  undertaken  in  those  States,  parts  of  States,  or 
districts  which  are  less  immediately  interested  in  those  inland  com- 
munications. Arithmetical  precision  cannot,  indeed,  be  attained 
in  objects  of  that  kind;  nor  would  an  apportionment  of  the  moneys 
applied  according  to  the  population  of  each  State  be  either  just  or 
practicable,  since  roads,  and  particularly  canals,  are  often  of  greater 
utility  to  the  States  which  they  unite  than  to  those  through  which 
they  pass.  But  a  sufficient  number  of  local  improvements,  consisting 
either  of  roads  or  canals,  may,  without  any  material  difficulty,  be 
selected,  so  as  to  do  substantial  justice  and  give  general  satisfaction. 
Without  pretending  to  suggest  what  would  be  the  additional  sum 
necessary  for  that  object,  it  will,  for  the  sake  of  round  numbers,  be 
estimated  at $3,400,000 

Which,  added  to  the  sum  estimated  for  general  im- 

proyements 16,  600,000 

Would  make  an  aggregate  of 20,  000,  000 

An  annual  appropriation  of  two  millions  of  dollars  would  accom- 
plish all  those  great  objects  in  ten  years,  and  may,  without  incon- 
venience, be  supplied  in  time  of  peace  by  the  existing  revenues  and 


572  EEPOET   OF   THE   INLAND    WATERWAYS   COMMISSION 

resources  of  the  United  States.  This  may  be  exempHfied  in  several 
ways. 

The  annual  appropriation,  on  account  of  the  principal  and  interest 
of  the  public  debt,  has,  during  the  last  six  years,  amounted  to  eight 
millions  of  dollars.  After  the  present  year,  or,  at  furthest,  after  the 
ensuing  year,  the  sum  which,  on  accoimt  of  the  irredeemable  nature 
of  the  remaining  debt,  may  be  applied  to  that  object  cannot  in  any 
one  year  exceed  four  million  six  hundred  thousand  dollars,  leaving, 
therefore,  from  that  source  alone,  an  annual  surplus  of  three  million 
four  hundred  thousand  dollars'^  applicable  to  any  other  object. 

From  the  1st  January,  1801,  to  the  1st  January,  1809,  a  period  of 
eight  years,  the  United  States  shall  have  discharged  about  thirty-four 
millions  of  the  principal  of  the  old  debt,  or,  deducting  the  Louisiana 
debt  incurred  during  the  same  period  and  not  yet  discharged,  about 
twenty- three  millions  of  dollars.  They  may,  with  equal  facility, 
apply,  in  a  period  of  ten  years,  a  sum  of  twenty  millions  of  dollars  to 
internal  improvements. 

The  annual  permanent  revenue  of  the  United  States,  calculated 
on  a  state  of  general  peace,  and  on  the  most  moderate  estimate,  was, 
in  a  report  made  to  Congress  on  the  6th  day  of  December,  1806, 
computed  for  the  years  1809,  1815,.  at  fourteen^millions  of  dollars. 
The  annual  expenses  on  the  peace  establishmenf,  and  including  the 
four  million  six  hundred  thousand  dollars  on  account  of  the  debt 
and  four  himdred  thousand  dollars  for  contingencies,  do  not  exceed 
eight  millions  and  a  half,  leaving  an  annual  surplus  of  five  millions 
and  a  half  of  dollars.  To  provide  for  the  protection  and  defence  of 
the  countiy  is  undoubtedly  the  object  to  which  the  resources  of  the 
United  States  must,  m  the  first  instance,  be  applied,  and  to  the  exclu- 
sion of  all  others,  if  the  times  shall  require  it.  But  it  is  believed  that, 
in  times  of  peace,  and  to  such  period  only  are  these  remarks  applicable, 
the  surplus  will  be  amply  sufficient  to  defray  the  expenses  of  all  tKe 
preparatory  measures  of  a  permanent  nature  which  prudence  may 
suggest  and  to  pay  the  sum  destined  for  internal  improvements. 
Three  millions  annually  applied  during  the  same  period  of  ten  years 
would  arm  every  man  in  the  United  States,  fill  the  public  arsenals 
and  magazines,  erect  every  battery  and  fortification  which  could  be 
manned,  and  even,  if  thought  eligible,  build  a  navy.  That  the  whole 
surplus  would  be  inadequate  to  the  support  of  any  considerable 
increase  of  the  land  or  naval  force  kept  in  actual  service  in  time  of 
peace  will  be  readily  admitted.  But  such  a  system  is  not  contem- 
plated; if  ever  adopted,  the  objects  of  this  report  must  probably  be 
abandoned,  for  it  has  not  heretofore  been  found  an  easy  task  for  any 
government  to  indulge  in  that  species  of  expense,  which,  leaving  no 
trace  behind  it,  adds  nothing  to  the  real  strength  of  the  country,- and, 
at  the  same  time,  to  provide  for  either  its  permanent  defence  or 
im]:)rovement. 

It  must  not  be  omitted  that  the  facility  of  communications  con- 
stitutes, particularly  in  the  United  States,  an  important  branch  of 
national  defence.  Their  extensive  territory  opposes  a  powerful 
obstacle  to  the  progress  of  an  enemy;  but,  on  the  other  hand,  the  num- 
ber of  regular  forces  which  may  be  raised,  necessarily  limited  by  the 
po])ulation,  will,  for  many  years,  be  inconsiderable  when  compared 
with  that  extent  of  territory.  That  defect  cannot  otherwise  be 
supplied  than   by  those  great   national   improvements,  which  will 


THE   GALLATIN    REPORT  573 

afford  the  means  of  a  rapid  concentration  of  that  regular  force,  and  of  a 
formidable  body  of  militia  on  any  given  point. 

Amongst  the  resources  of  the  Union  there  is  one  which,  from  its 
nature,  seems  more  particularly  applicable  to  internal  improvements. 
Exclusivel}^  of  Louisiana,  the  General  Government  possesses,  in  trust 
for  the  people  of  the  United  States,  about  one  hundred  millions  of 
acres  fit  for  cultivation  north  of  the  river  Ohio,  and  near  fif t}^  millions 
south  of  the  State  of  Temiessee.  For  the  disposition  of  these  lands  a 
plan  has  been  adopted,  calculated  to  enable  every  industrious  citizen 
to  become  a  freeholder,  to  secure  indisputable  titles  to  the  purchasers, 
to  obtain  a  national  revenue,  and,  above  all,  to  suppress  monopoly. 
Its  success  has  surpassed  that  of  every  former  attempt  and  exceeded 
the  expectations  of  its  authors.  But  a  higher  price  than  had  usually 
been  paid  for  waste  lands  by  the  first  inhabitants  of  the  frontier 
became  an  unavoidable  ingredient  of  a  system  intended  for  general 
benefit,  and  w^as  necessary,  in  order  to  prevent  the  public  lands  being 
engrossed  by  individuals  possessing  greater  wealth,  activity,  and 
local  advantages.  It  is  believed  that  nothing  could  be  more  grati- 
fying to  the  purchasers,  and  to  the  inhabitants  of  the  Western  States 
generally,  or  better  calculated  to  remove  popular  objections,  and  to 
defeat  insidious  efforts,  than  the  application  of  the  proceeds  of  the 
sales  to  improvements  conferring  general  advantages  on  the  nation, 
and  an  immediate  benefit  on  the  purchasers  and  inhabitants  them- 
selves. It  may  be  added  that  the  United  States,  considered  merely 
as  owners  of  the  soil,  are  also  deeply  interested  in  the  opening  of  those 
commimications  which  must  necessarily  enhance  the  value  of  their 
property.  Thus  the  opening  of  an  inland  navigation  from  tidewater  to 
the  great  lakes  w^ould  immediately  give  to  the  great  body  of  lands 
bordering  on  those  lakes  as  great  value  as  if  they  were  situated  at  the 
distance  of  one  hundred  miles  by  land  from  the  seacoast.  And  if  the 
proceeds  of  the  first  ten  millions  of  acres  which  may  be  sold  were 
applied  to  such  improvements,  the  United  States  would  be  amply 
repaid  in  the  sale  of  the  other  ninety  millions. 

The  annual  appropriation  of  two  millions  of  dollars  drawn  from  the 
general  revenues  of  the  Union,  which  has  been  suggested,  could  oper- 
ate to  its  full  extent  only  in  times  of  peace  and  under  prosperous 
circumstances.  The  application  of  the  proceeds  of  the  sales  of 
the  public  lands  might,  perhaps,  be  made  permanent  until  it  had 
amounted  to  a  certain  sum  and  until  the  most  important  improve- 
ments had  been  effected.  The  fund  created  by  those  improvements, 
the  expense  of  wliich  has  been  estimated  at  twenty  millions  of  dollars, 
would  afterwards  become  itself  a  perpetual  resource  for  further  im- 
provements. Although  some  of  those  first  communications  should 
not  become  immediately  productive;  and  although  the  same  liberal 
policy,  which  dictated  the  measure,  would  consider  them  less  as  ob- 
jects of  revenue  to  Government  than  of  increased  wealth  and  general 
convenience  to  the  nation,  yet  they  would  all,  sooner  or  later  acquire, 
as  productive  property,  their  par  value.  Whenever  that  had  taken 
place  in  relation  to  any  of  them,  the  stock  might  be  sold  to  individuals 
or  companies,  and  the  proceeds  applied  to  a  new  improvement.  And 
by  persevering  in  that  plan,  a  succession  of  improvements  would  be 
effected  until  every  portion  of  the  United  States  should  enjoy  all  the 
advantages  of  inland  navigation  and  improved  roads  of  which  it  was 
susceptible.     To  effect  that  great  object,  a  disbursement  of  twenty 


574  REPORT    OF    THE   INLAND    WATERWAYS   COMMISSION 

millions  of  dollars,  applied  with  more  or  less  rapidity,  according  to  the 
circumstances  of  the  United  States,  would  be  amply  sufficient. 

The  manner  in  wliich  the  public  moneys  may  be  applied  to  such 
objects  remains  to  be  considered. 

It  is  evident  that  the  United  States  can  not,  under  the  Constitution, 
open  any  road  or  canal  without  the  consent  of  the  State  through 
which  such  road  or  canal  must  pass.  In  order,  therefore,  to  remove 
every  impediment  to  a  national  plan  of  internal  improvements,  an 
amendrnent  to  the  Constitution  was  suggested  by  the  Executive  when 
the  subject  was  recommended  to  the  consideration  of  Congress. 
Until  tliis  be  obtained,  the  assent  of  the  States  being  necessary  for 
each  improvement,  the  modifications  under  which  that  assent  may 
be  given  will  necessarily  control  the  manner  of  applying  the  money. 
It  may  be,  however,  observed  that  in  relation  to  the  specific  improve- 
ments which  have  been  suggested  there  is  hardly  any  which  is  not 
either  already  authorized  by  the  States  respectively,  or  so  immediately 
beneficial  to  them,  as  to  render  it  highly  probable  that  no  material 
difficulty  will  be  experienced  in  that  respect. 

The  moneys  may  be  applied  in  two  different  manners.  The  United 
States  may,  with  the  assent  of  the  States,  undertake  some  of  the 
works  at  their  sole  expense,  or  they  may  subscribe  a  certain  number 
of  shares  of  the  stock  of  companies  incorporated  for  the  purpose. 
Loans  might  also,  in  some  instances,  be  made  to  such  companies. 
The  first  mode  would,  perhaps,  by  effectually  controlling  local  in- 
terests, give  the  most  proper  general  direction  to  the  work.  Its 
details  would  probably  be  executed  on  a  more  economical  plan  by 
private  companies.  Both  modes  may,  perhaps,  be  blended  together, 
so  as  to  obtain  the  advantages  pertaining  to  each.  But  the  modifi- 
cations of  which  the  plan  is  susceptible  must  vary  according  to  the 
nature  of  the  work  and  of  the  charters  and  seem  to  belong  to  that 
class  of  details  which  are  not  the  immediate  subject  of  consideration. 

At  present  the  only  work  undertaken  by  the  United  States  at  their 
sole  expense,  and  to  wliich  the  assent  of  the  States  has  been  obtained, 
is  the  road  from  Cumberland  to  Brownsville;  an  appropriation  may, 
for  that  purpose,  be  made  at  any  time.  In  relation  to  all  other  works, 
the  United  States  have  nothing  at  this  time  in  their  power  but  to 
assist  those  already  authorized,  either  by  loans  or  by  becoming  stock- 
holders ;  and  the  last  mode  appears  the  most  eligible.  The  only  com- 
panies incorporated  for  eft'ectmg  some  of  the  improvements  consid- 
ered in  this  report  as  of  national  and  first-rate  importance,  which  have 
applied  for  such  assistance,  are  the  Chesapeake  and  Delaware  Canal, 
the  Susquehannah  Canal,  and  the  Dismal  Swamp  companies;  and 
authority  might  be  given  to  subscribe  a  certain  number  of  shares  to 
each  on  condition  that  the  plan  of  the  work  to  be  executed  should  be 
approved  by  the  General  Government.  A  subscription  to  the  Ohio 
Canal,  to  the  Pittsburg  Road,  and  perhaps  to  some  other  objects  not 
fully  ascertained  is  also  practicable  at  this  time.  As  an  important 
basis  of  the  general  system,  an  immediate  authority  might  also  be 
given  to  take  the  surveys  and  levels  of  the  routes  of  the  most  impor- 
tant roads  and  canals  which  are  contemplated;  a  work  always  useful, 
and  by  which  the  practicability  and  expense  of  the  undertakings 
would  be  ascertained  with  much  more  correctness  than  in  this  report, 
A  moderate  appropriation  would  be  sufficient  for  those  several  objects. 


THE   GALLATIN   REPORT  575 

In  the  selection  of  the  objects  submitted  in  obedience  to  the  order 
of  the  Senate,  as  claiming,  in  the  first  instance,  the  aid  of  the  General 
Government,  general  principles  have  been  adhered  to  as  best  calcu- 
lated to  suppress  every  bias  of  partiahty  to  particular  objects.  Yet 
some  such  bias,  of  which  no  individual  is  perfectly  free,  may,  without 
being  felt,  have  operated  on  this  report.  The  National  Legislature 
alone,  embracing  every  local  interest  and  superior  to  every  local  con- 
sideration, is  competent  to  the  selection  of  such  national  objects. 
The  materials  contained  in  the  papers  herewith  transmitted,  and  the 
information  to  be  derived  from  surveys  taken  under  the  authority  of 
the  General  Govermnent,  will  furnish  the  facts  necessary  for  a  correct 
decision.  Two  communications,  by  Mr.  B.  11.  Latrobe  and  by  Mr. 
Robert  Fulton,  (marked  E  and  F,)  are,  in  the  meanwhile,  respectfully 
referred  to  as  containing  much  interesting  practical  information  con- 
nected ^vith  observations  of  a  general  nature  on  the  subject. 

All  which  is  most  respectfully  submitted. 

Albert  Gallatin, 
Secretary  of  the  Treasury. 

Treasury  Department,  A'pril  4,  1808. 


[fulton's  reply] 

-  F.— No.  3. 

Washington,  December  8,  1807. 

Sir:  By  your  letter  of  the  29th  of  July,  I  am  happy  to  find  that  the  attention  of 
Congress  is  directing  itself  towards  the  opening  of  communications  through  the  United 
States  by  means  of  roads  and  canals;  and  it  would  give  me  particular  pleasure  to  aid 
you  with  useful  information  on  such  works,  as  I  have  long  been  contemplating  their 
importance  in  many  points  of  view. 

But  a  year  has  not  yet  elapsed  since  I  returned  to  America,  and  my  private  con- 
cerns have  occupied  so  much  of  my  time,  that,  as  yet,  I  have  acquired  but  very 
little  local  information  on  the  several  canals  which  have  been  commenced. 

Such  information,  however,  is,  perhaps,  at  present,  not  the  most  important  branch 
of  the  subject,  particularly  as  it  can  be  obtained  in  a  few  months  at  a  small  expense, 
whenever  the  public  mind  shall  be  impressed  with  a  sense  of  the  vast  advantages  of 
a  general  system  of  cheap  conveyance.  I  hope,  indeed,  that  every  intelligent  Ameri- 
can will,  in  a  few  years,  be  fully  convinced  of  the  necessity  of  such  works  to  pfomote 
the  national  wealth,  and  his  individual  interest.  Such  conviction  must  arise  from 
that  habit  of  reflection  which  accompanies  the  republican  principle,  and  points  out 
their  true  mterest  on  subjects  of  political  economy.  From  such  reflections  arises 
their  love  of  agriculture,  and  the  useful  arts,  knowing  them  to  augment  the  riches 
and  happiness  of  the  nation;  hence  also  their  dislike  to  standing  armies  and  military 
navies,  as  being  the  means  of  increasing  the  proportion  of  non-productive  individuals 
whos§  labor  is  not  only  lost,  but  who  must  be  supported  out  of  the  produce  of  the 
industrious  inhabitants,  and  diminish  their  enjoyments. 

Such  right  thinkhig  does  great  honor  to  our  nation,  and  leads  forward  to  the  highest 
possible  state  of  civilization,  by  directing  the  powers  of  manfrom  useless  and  destruc- 
tive occupations  to  pursuits  which  multiply  the  productions  of  useful  labor,  and 
create  abundance. 

Though  such  principles  actuate  oiu-  citizens,  they  are  not  yet,  in  every  instance, 
aware  of  their  best  interests;  nor  can  it  be  expected  that  they  should  perceive,  at 
once,  the  advantages  of  those  plans  of  improvement  which  are  still  new  in  this  country. 
Hence  the  most  useful  works  have  sometimes  been  opposed,  and  we  are  not  without 
examples  of  men  being  elected  into  the  State  Legislatures  for  the  express  purpose  of 
preventing  roads,  canals,  and  bridges  being  constructed.  But  in  such  errors  of 
judgment  our  countrymen  have  not  been  singular.  When  a  bill  was  brought  into 
the  British  Parliament,  fifty  years  ago,  to  establish  turnpike  roads  throughout  the 
kingdom,  the  inhabitants,  for  forty  miles  roimd  London,  petitioned  against  such 
roads;  their  arguments  were,  that  good  roads  would  enable  the  farmers  of  the  interior 
country  to  bring  their  produce  to  the  London  market  cheaper  than  they  who  lived 
nearer  the  city,  and  paid  higher  rents;  that  the  market  would  be  overstocked,  the 
prices  diminished,  and  they  unable  to  pay  their  rents  or  obtain  a  living.     The  good 


576  SEPOeT  of  the  inland   waterways  COMMIgglON 

feerisg  of  Parliament,  however,  prevailed,  the  roads  were  made,  the  "population  and 
Coianierce  of  London  increased,  the  demand  for  produce  increased,  and  he  who  lived 
ueai'est  to  London  still  had  a  superior  advantage  in  the  market. 

In  like  manner  I  hope  the  good  sense  of  our  Legislature  will  prevail  over  the  ignor- 
ance and  prejudice  which  may  still  exist  against  canals.  And  here  an  important 
question  occurs,  which  it  may  be  proper  to  examine  with  some  attention  in  this 
early  stage  of  our  public  improvements,  whether,  as  a  system,  we  should  prefer  canals 
to  turnpike  roads.  Our  habits  are  in  favor  of  roads;  and  few  of  us  have  conceived 
any  better  method  of  opening  communications  to  the  various  parts  of  the  States. 
But  in  China  and  Holland  canals  are  more  numerous  than  roads;  in  those  countries 
the  inhabitants  are  accustomed  to  see  all  their  productions  carried  either  on  natural 
or  artificial  canals;  and  they  would  be  as  mu.ch  at  a  loss  to  know  how  we,  as  a  civilized 
people,  could  do  without  such  means  of  conveyance  as  we  are  surprised  at  their 
perseverance  and  ingenuity  in  making  them.*  England,  France,  and  the  principal 
States  of  Europe,  commenced  their  improvements  with  roads;  but  as  the  science  of 
the  engineer  improved,  and  civilization  advanced,  canals  were  introduced,  and 
England  and  France  are  now  making  every  exertion  to  get  the  whole  of  their  heavy 
productions  water-borne;  for  they  have  become  sensible  of  the  vast  superiority  of 
canals  over  roads. 

Our  system,  perhaps,  ought  to  embrace  them  both;  canals  for  the  long  carriage  of 
the  whole  materials  of  agriculture  and  manufactures,  and  roads  for  travelling,  and 
the  more  numerous  communications  of  the  country.  With  these  two  modes  in  con- 
templation, when  public  money  is  to  be  expended  with  a  view  to  the  greatest  good, 
we  should  now  consider  which  object  is  entitled  to  our  first  attention.  Shall  we 
begin  with  canals,  which  will  carry  the  farmer's  produce  cheap  to  market,  and  return 
him  merchandise  at  reduced  prices?  Or  shall  we  first  make  roads  to  accommodate 
travellers,  and  let  the  produce  of  our  mines  and  forests  labor  under  such  heavy 
expenses  that  they  cannot  come  to  market? 

To  throw  some  light  on  this  interesting  question,  I  will  base  my  calculations  on  the 
Lancaster  turnpike  road.  There  the  fair  experiment  has  been  made  to  penetrate 
from  Philadelphia  to  the  interior  country;  and  the  mode  of  calculation  here  given 
will  serve  for  drawing  comparisons  on  the  utility  of  roads  and  canals  for  all  the  great 
leading  communications  of  America. 

From  Philadelphia  to  the  Susquehannah,  at  Columbia,  is  74  miles;  that  road,  if  I 
am  rightly  informed,  cost,  on  an  average,  6,000  dollars  a  mile,  or  444,000  for  the  whole. 
On  it,  from  Columbia  to  Philadelphia,  a  barrel  of  flour,  say  200  weight,  pays  one  dollar 
carriage.  A  broad  wheel  wagon  carries  30  barrels,  or  three  tons,  and  pays  for  turn- 
pike three  dollars;  thus  for,  each  ton  carried,  the  turnpike  company  receives  only 
one  dollar. 

I  will  now  suppose  a  canal  to  have  been  cut  from  Philadelphia  to  Columbia,  and, 
with  its  windings,  to  make  100  miles,  at  $15,000t  a  mile;  or,  for  the  whole,  §1,500,000. 
On  such  canal,  one  man,  one  boy,  and  horse  would  convey  25  tons  20  miles  a  day,f  on 
which  the  following  would  be  the  expenses: 

One  man |1.  00 

One  horse 1.  00 

One  boy 50 

Tolls  for  repairing  the  canal 1.  00 

Tolls  for  passing  locks,  inclined  planes,  tunnels,  and  aqueducts 1.  00 

Interest  on  the  wear  of  the  boat 50 

Total 15.  00 

This  is  equal  to  20  cents  a  ton  for  20  miles,  and  no  more  than  one  dollar  a  ton  for 
100  miles,  instead  of  ten  dollars  paid  by  the  road.  Consequently,  for  each  ton  carried 
from  Columbia  to  Philadelphia  on  the  canal,  the  company  might  take  a  toll  of  six 
dollars  instead  of  one  which  is  now  got  by  the  road;  and  then  the  flour  would  arrive 
at  Philadelphia  for  seven  dollars  a  ton  instead  of  ten,  which  it  now  pays.  The  mer- 
chandise would  also  arrive  at  Columbia,  from  Philadelphia,  for  three  dollars  a  ton 

*The  royal  canal  from  Canton  to  Pekin  is  825  miles  long;  its  breadth,  50  feet;  its 
depth,  9  feet. 

fOn  averaging  the  canals  of  America,  15,000  dollars  a  mile  will  be  abundantly 
sufficient  to  construct  them  in  the  best  manner,  particularly  if  made  on  the  inclined 
plane  principle  with  small  boats,  each  carrying  six  tons. 

J  One  horse  will  draw  on  a  canal  from  25  to  50  tons,  20  miles  in  one  day.  _  I  have 
stated  the  least  they  ever  do,  and  the  highest  rate  of  charges,  that  no  deception  may 
enter  into  their  calculations. 


THE   GALLATIN   BEPORT  577 

less  than  is  now  paid,  which  cheap  c-arriage,  both  ways,  would  not  onlj^  benefit  the 
farmer  and  merchant,  but  would  draw  more  commerce  on  the  canal  than  now  moves 
on  the  road,  and  thereby  add  to  the  profits  of  the  company. 

But  to  proceed  with  my  calculation.  I  will  suppose  that  exactly  the  same  number 
of  tons  would  move  on  the  canal  that  are  now  transported  by  the  road.  Again,  let 
it  be  supposed  that,  at  one  dollar  a  ton,  the  turnpike  company  gains  five  per  cent, 
per  annum  on  their  capital  of  $444,000,  or  $22,900,  consequently,  22,200  tons  must  be 
carried,  which,  at  $6  a  ton  to  the  canal  company,  would  have  given  $133,300  a  year, 
or  eight  and  a  half  per  cent,  for  their  capital  of  $1,500,000. 

The  reason  of  this  vast  difference  in  the  expense  of  carriage  by  roads  or  canals,  will 
be  obvious  to  any  one  who  will  take  the  trouble  to  reflect  that,  on  a  road  of  the  best 
kind,  four  horses,  and  sometimes  five,  are  necessary  to  transport  only  three  tons. 
On  a  canal  one  horse  will  draw  twenty-five  tons,  and  thus  perform  the  work  of  forty 
horses.  The  saving,  therefore,  is  in  the  value  of  the  horses,  their  feeding,  shoeing, 
gear,  wagons,  and  attendance.  These  facts  should  induce  companies  to  consider 
well  their  interests,  when  contemplating  an  enterprise  of  this  sort,  and  what  would 
be  their  profits,  not  only  in  interest  for  their  capital,  but  the  benefit  which  their 
lands  would  receive  by  the  cheap  carriage  of  maniu-e,  and  of  their  productions. 

In  considering  the  profit  to  accrue  to  a  company  from  a  canal  instead  of  roads,  there 
is  another  important  calculation  to  be  made;  and  for  that  purpose  I  will  proceed 
with  the  Lancaster  turnpike,  supposing  it  to  extend  to  Pittsburg,  three  hundred  and 
twenty  miles,  on  which,  the  carriage  being  at  the  rate  now  paid  from  Columbia  to 
Philadelphia,  that  is,  $10  a  ton  for  seventy-four  miles,  the  ton  from  Pittsburg  would 
amount  to  $42;  at  which  price,  a  barrel  of  flour  would  cost  $4  in  carriage,  an  expense 
which  excludes  it  from  the  market.  Thus,  grain,  the  most  important  and  abundant 
production  of  our  interior  country,  and  which  should  give  vigor  to  our  manufactures, 
is  shut  up  in  the  districts  most  faA^orable  to  its  culture;  or,  to  render  it  portable,  and 
convert  it  into  cash,  it  must  be  distilled,  to  brutalize  and  poison  society.  In  like 
manner,  all  heavy  articles  of  little  moneyed  value  can  only  move  within  the  narrow 
limits  of  one  hundred  miles;  but  were  a  canal  made  the  whole  distance,  and  by  one 
or  more  companies,  they  might  arrange  the  tolls  in  the  following  manner,  so  as  to  favor 
the  long  carriage  of  heavy  articles: 

The  expense  of  man,  boy,  and  horse,  as  before  stated,  would  cost  only  $3  to  boat 
one  ton  of  flour  three  hundred  miles;  this  is  30  cents  a  barrel.  Suppose,  then,  that 
the  company  received  70  cents  a  barrel,  or  $7  a  ton,  flour  could  then  come  from  Pitts- 
burg to  Philadelphia  for  one  dollar  a  barrel,  the  sum  which  is  now  paid  from  Columbia. 
Thus,  the  canal  company  would  gain  $7  a  ton  by  a  trade  which  could  never  move 
through  a  road  of  equal  length.  Here  we  see  that  on  canals  the  tolls  may  be  so  arranged 
as  to  draw  to  them  articles  of  little  moneyed  value;  and  it  would  be  the  interest  of 
the  company  or  companies  to  make  such  regulations.  But  on  turnpike  roads  no  such 
accommodation  of  charges,  in  proportion  to  distance,  can  be  effected,  because  of 
the  number  of  horses,  which  cannot  be  dispensed  with.*  Even  were  the  roads  made 
at  the  public  expense,  and  toll  free,  still  the  carriage  of  one  ton  for  three  hundred 
miles  would  cost  at  least  $35.  But  were  canals  made  at  the  public  expense,  and  no 
other  toll  demanded  than  should  be  sufficient  to  keep  them  in  repair,  a  ton  in  boating 
and  tolls  would  only  cost  $3  for  three  hundred  miles;  and  for  $35,  the  sum  which 
must  be  paid  to  carry  one  ton  three  hundred  miles  on  the  best  of  roads,  it  could  be 
boated  three  thousand  flve  hundred  miles,  and  draw  resources  from  the  centre  of 
this  vast  continent. 

But,  striking  as  this  comparison  is,  I  will  still  extend  it.  The  merchandise  which  can 
bear  the  expense  of  carriage  on  our  present  roads  to  Pittsburg,  Kentucky,  Tennessee, 
or  any  other  distance  of  three  hundred  miles,  and  which  for  that  distance  pays  $100 
a  ton,  could  be  boated  on  canals  ten  thousand  miles  for  that  sum. 

As  these  calculations  are  founded  on  facts  which  will  not  be  denied  by  any  one 
acquainted  with  the  advantages  of  canals,  it  is  the  interest  of  every  man  of  landed 
property,  and  particularly  of  the  farmers  of  the  back  countries,  that  canals  should  be 
immediately  constructed,  and  rendered  as  numerous  as  the  funds  of  the  nation  will 
permit,  and  the  present  population  requires;  and,  as  inhabitants  multiply  most 
towards  the  interior,  and  must  extend  westward,  still  moving  more  distant  from  the 
seacoast  and  the  market  for  their  produce,  it  is  good  policy  and  right  that  canals 
should  follow  them.  In  twenty-five  years  our  population  will  amount  to  fourteen 
millions,  two-thirds  of  whom  will  spread  over  the  Western  countries.     Suppose,  then, 

*  In  my  work  on  small  canals,  published  in  1796,  page  140,  there  is  a  table  showing 
a  mode  of  regulating  the  boating  and  tonnage  in  such  manner  that  a  ton  may  be  trans- 
ported one  thousand  three  hundred  miles  for  $5;  yet  by  this  method  canal  companies 
woxild  gain  more  toll  than  by  any  other  means  yet  practised. 


578  REPOET    OF   THE   INLAND    WATERWAYS   COMMISSION 

that  $3,500,000  were  annually  appropriated  to  canals;  such  a  sum  would  pay  for  three 
hundred  miles  of  canals  each  year;  and  in  twenty  years  we  should  have  six  thousand 
miles  circulating  through,  and  penetrating  into  the  interior  of  the  different  States. 
Such  sums,  though  seemingly  large,  and  such  works,  though  apparently  stupendous, 
are  not  more  than  sufficient  to  keep  pace  with  the  rapid  increase  of  our  population, 
to  open  a  market,  and  carry  to  every  district  such  foreign  articles  as  we  near  the  coast 
enjoy.  With  this  view  of  the  subject  arises  a  political  question  of  the  utmost  magni- 
tude to  these  States,  which  is,  that,  as  our  national  debt  diminishes,  and  the  treasury 
increases  in  surplus  revenue,  will  it  not  be  the  best  interests  of  the  people  to  continue 
the  present  duties  on  imports;  and  expend  the  products  in  national  improvements? 

To  illustrate  this  question,  I  will  state  some  examples  of  the  rate  of  duties,  and  the 
expense  of  carriage,  to  prove  that,  by  keeping  on  the  duties,  and  making  canals  with 
the  revenue,  goods,  in  a  great  number  of  instances,  will  be  cheaper  to  the  consumer 
than  by  taking  off  the  duties,  and  leaving  the  transport  to  roads. 

First  example. 

Brown  sugar  pays  in  duty  two  and  a  half  cents  per  pound,  or  for  one  hundred 

pounds $2.  50 

It  pays  for  wagoning  three  hundred  miles 5.  00 

Total 7.  50 

By  the  canal,  it  would  cost,  in  boating,  15  cents  for  three  hundred  miles;  conse- 
quently, the  boating  and  duty  would  amount  to  $2.65;  therefore,  by  keeping  on  the 
duty,  and  making  the  canal,  sugar  would  arrive  at  the  interior,  three  hundred  miles, 
$2.35  the  hundred  weight  cheaper  than  if  the  duties  were  taken  off,  and  the  transport 
left  to  roads. 

Second  example. 

One  bushel  of  salt,  weighing  fifty-six  pounds,  paid  in  duty. $0.  20 

To  carry  it  three  hundred  miles  by  roads,  the  expense  is 2.  50 

Total 2.  70 

By  the  canal,  it  would  cost,  for  boating  three  hundred  miles,  7|  cents.  By  keeping 
on  the  duties,  and  making  the  canals,  it  would  arrive  to  the  interior  consumer  6| 
cents  the  bushel  cheaper  than  were  the  duties  taken  off,  and  the  transport  left  to  roads. 

Third  example. 

Molasses  pays  5  cents  a  gallon  duty;  this  is,  for  one  hundred  pounds $0.  75 

It  pays  for  wagoning  three  hundred  miles 5.  00 

Total 5.  75 

By  the  canal,  the  carriage  would  cost  15  cents,  and  it  would  arrive  at  the  interior 
at  $4.10  the  hundred  weight,  or  27  cents  a  gallon  cheaper  than  were  the  duties  taken 
off,  and  the  transport  left  to  roads. 

Numerous  other  articles  might  be  stated  to  show  that  the  real  mode  of  rendering 
them  cheap  to  the  interior  consumer  is  to  keep  on  the  duties,  and  facilitate  the  carriage 
with  the  funds  so  raised. 

These,  however,  may  be  considered  as  partial  benefits,  and  not  sufficiently  general 
to  warrant  keeping  on  the  duties:  but  there  is  a  point  of  view  in  which  I  hope  it  will 
appear  that  the  advantages  are  general,  and  will  be  felt  throughout  every  part  of  the 
States.  It  is  by  reducing  the  expense  of  all  kinds  of  carriage,  and  thus  economise  to 
each  individual  more  than  he  now  pays  in  duty  on  the  foreign  articles  he  consumes; 
for  example,  wood  for  fuel  is  an  article  of  the  first  necessity;  it  cannot  bear  the  expense 
of  transport  twenty  miles  on  roads;  at  that  distance  it  is  shut  out  from  the  market,  and 
the  price  of  fuel  is  consequently  raised  to  the  amount  of  carriage;  were  a  cord  of  wood 
carried  twenty  miles  on  roads,  it  would  pay  for  wagoning  at  least  $3;  on  a  canal  it 
would  pay  20  cents;  thus,  on  only  one  cord  of  wood,  there  is  an  economy  of  $2.  80. 

Which  economy  would  pay  the  duty  on  fourteen  pounds  of  tea,  at  20  ceiits  the 
pound  duty;  or  one  hundred  and  forty  pounds  of  sugar,  at  2  cents  the  pound  duty; 
or  fifty-six  pounds  of  coffee,  at  5  cents  the  pound  duty;  or  fourteen  bushels  of  salt, 
at  20  cents  the  bushel  duty;  or  fifty-six  gallons  of  molasses,  at  5  cents  the  gallon  duty. 

I  will  now  suppose  a  city  of  fifty  thousand  inhabitants  who,  for  their  household  and 
other  uses,  will  consume  fifty  thousand  cords  a  year,  on  which  there  would  be  an 


THE   GALLATIN   KEPOKT  579 

economy  of  one  hundred  and  forty  thousand  dollars;  a  sum,  in  all,  probably  equal 
to  the  duties  paid  by  the  inhabitants;  for  the  duties  divided  on  the  whole  of  the 
American  people,  is  but  |2.28  to  each  individual;  here  I  have  estimated  each  person 
to  pay  $2.80;  yet  this  estimate  is  made  on  one  cord  of  wood  to  each  inhabitant  of  a 
city;  were  I  to  calcxdate  the  economy  on  the  carriage  of  building  timber,  lime,  sand, 
bricks,  stone,  ii'on,  flour,  corn,  provisions,  and  materials  of  all  kinds  which  enter  or 
go  out  of  a  city,  it  would  be  five  times  this  sum;  and  thus  the  towns  and  cities  are  to 
be  benefited.  The  farmer  or  miller  who  lives  twenty  miles  from  a  market,  pays  at 
least  22  cents  to  wagon  a  barrel  of  flour  that  distance;  by  the  canal  it  would  cost  two 
cents,  the  economy  would  be  20  cents;  at  one  hundred  miles  the  economy  would  be 
100  cents,  and  at  one  hundred  and  fifty  miles  it  would  be  150  cents;  beyond  this  dis- 
tance the  flom'  cannot  come  to  market  by  roads;  yet,  at  this  distance,  the  economy 
of  150  cents  on  the  carriage  of  one  barrel  of  flour  would  pay  the  duty  on  seven  and  a 
half  pounds  of  tea;  or  seventy-five  pounds  of  sugar;  or  thirty  pounds  of  coffee;  or 
seven  and  a  half  bushels  of  salt;  or  thirty  gallons  of  molasses. 

Thus  it  is,  that  the  benefits  arising  from  a  good  system  of  canals  are  general  and 
mutual;  therefore,  should  the  peace  and  the  reduction  of  the  national  debt  give  an 
overflowing  treasury,  I  hope  you  and  the  majority  of  Americans  will  think  with  me 
that  the  duties  should  not  be  taken  off,  nor  diminished;  for  such  an  act,  instead  of 
relieving  the  people,  would  really  oppress  them,  by  destroying  the  means  of  reducing 
the  expense  of  transport,  and  of  opening  to  them  a  cheap  mode  of  arriving  at  good 
markets.  To  proceed  with  these  demonstrations,  let  us  look  at  the  rich  productions 
of  our  interior  country:  wheat,  flour,  oats,  barley,  beans,  grain,  and  pulse  of  all  kinds, 
cider,  apples,  and  fruits  of  all  kinds,  salt,  salted  beef,  pork  and  other  meats*,  hides, 
tallow,  beeswax,  cast  and  forged  iron,  pot  and  pearl  ashes,  tanner's  bark,  tar,  pitch, 
rosin  and  turpentine,  hemp,  flax  and  wool,  plaster  of  Paris,  so  necessary  to  our  agricul- 
ture, coals  and  potter's  earth  for  our  manufactures,  marble,  lime,  and  timber  for 
our  buildings. 

All  of  these  articles  are  of  the  first  necessity;  but  none  of  them  can  bear  the  expense 
of  $0  the  hundred  weight,  to  be  transported  three  hundred  miles  on  roads;  yet  on 
canals  they  would  cost,  in  boating,  only  15  cents  the  hundred  weight  for  that  distance. 

There  is  another  great  advantage  to  individuals  and  the  nation  arising  from  canals, 
which  roads  can  never  give.  It  is  that  when  a  canal  runs  through  a  long  line  of  moun- 
tainous country,  such  as  the  greater  part  of  the  interior  of  America,  all  the  grounds 
below  for  half  a  mile  or  more  may  be  wanted  and  converted  into  meadows,  and  other 
profitable  culture.  How  much  these  conveniences  of  irrigation  will  add  to  the  produce 
of  agriculture,  and  the  beauties  of  nature,  I  leave  to  experienced  farmers  and  agri- 
cultural societies  to  calculate.  In  Italy  and  Spain  it  is  the  practice  to  sell  water  out 
of  the  canals  for  watering  meadows  and  other  lands.  In  such  cases  tubes  are  put  into 
the  canal,  under  the  jjressure  of  a  certain  head  of  water,  and  suffered  to  run  a  given 
time  for  a  fixed  price;  the  moneys  thus  gained  add  much  to  the  emoluments  of  the 
canal  companies. 

But,  with  all  these  immense  advantages,  which  canals  give,  it  may  be  a  question 
with  many  individuals,  whether  they  can  be  constructed  in  great  leading  lines  from 
om"  seacoasts  and  navigable  rivers,  to  the  frontiers  of  the  several  States,  or  pass  our 
mountains,  and  penetrate  to  the  remote  parts  of  our  interior  country.  Should  doubts 
arise  on  this  part  of  the  plan,  I  beg  leave  to  assure  you  that  there  is  no  difficulty  in 
carrying  canals  over  our  highest  mountains,  and  even  where  nature  has  denied  us 
water;  for  water  is  always  to  be  found  in  the  valleys,  and  the  canal  can  be  constructed 
to  the  foot  of  the  moimtain,  carrying  the  water  to  that  situation.  •  Should  there  be  no 
water  on  the  mountain  or  its  sides,  there  will  be  wood  or  coals;  either,  or  both  of  which, 
can  be  brought  cheap  to  the  works,  by  means  of  the  canal.  Then  with  steam  engines, 
the  upper  ponds  of  canal  can  be  filled  from  the  lower  levels,  and,  with  the  engines, 
the  boats  can,  on  inclined  planes,  be  drawn  from  the  lower  to  the  upper  canal;  for 
this  mode  of  operating  it  is  necessary  to  have  small  boats  of  six  tons  each.  As  the 
steam  engines  are  to  draw  up  and  let  down  the  boats  on  inclined  planes,  no  water  is 
drawn  from  the  upper  level  of  canal,  as  when  locks  are  used;  consequently  when  the 
upper  ponds  have  been  once  filled,  it  is  only  necessary  that  the  engine  should  supply 
leakage  and  evaporation.  There  is  another  mode  of  supplying  the  leakage  and 
evaporation  of  the  higher  levels;  on  the  tops  and  sides  of  mountains  there  are 
hollows  or  ravines,  which  can  be  banked  at  the  lower  extremity,  thus  forming  a  reser- 
voir to  catch  the  rain  or  melted  snow.  From  such  reservoirs,  the  ponds  of  canal  can 
be  replenished  in  the  dry  months  of  summer.  This  mode  of  reserving  water  is  in 
practice  in  England  for  canals,  and  in  Spain  for  irrigation.     In  this  manner  I  will 

*Animals  are  now  driven  to  market  300  or  more  miles  at  a  considerable  expense 
and  loss  of  flesh,  principally  for  two  reasons,  first,  the  expense  of  transporting  the 
salt  to  the  interior,  and  secondly,  the  expense  of  carrying  the  salted  meats  to  market. 


580  EEPOET    OF    THE   INLAND    WATERWAYS    COMMISSION 

suppose  it  necessary  to  pass  a  mountain  eight  hundred  feet  high;  then  four  inclined 
planes,  each  of  two  hundred  feet  rise,  would  gain  the  summit,  and  four  would  descend 
on  the  other  side.  Total,  eight  inclined  planes,  and  eight  steam  engines.  Each  steam 
engine,  of  twelve  horses  power,  would  cost  about  §10,000,  in  all  $80,000;  each  would 
would  burn  twelve  bushels  of  coals  in  twelve  hom's,  or  ninety-six  bushels  for  the 
eight  engines,  for  one  day's  work. 

The  coals,  in  such  situations,  may  be  estimated  at  twelve  cents  a  bushel,  or $11.  52 

At  each  engine  and  inclined  plane,  there  must  be  five  men;  total,  forty  men,  at 

one  dollar  each 40.  00 

Total 51.  52 

For  this  sum  they  could  pass  five  hundred  tons  in  one  day,  over  the  eight 
inclined  planes,  which,  for  each  ton,  is  only 10  cents. 

Suppose  the  mountain  to  be  twenty  miles  wide,  boating  for  each  ton  would 
cost 20 

'    Total 30  cents. 

A  ton  for  passing  over  the  moimtain,  which  will  be,  more  or  less,  according  to  cir- 
cumstances. These  calculations  being  only  intended  to  remove  any  doubts  which 
may  arise  on  the  practicability  of  passing  our  mountains. 

Having  thus,  in  some  degree,  considered  the  advantages  which  canals  will  produce 
in  point  of  wealth  to  individuals,  and  the  nation,  I  will  now  consider  their  importance 
to  the  Union,  and  their  political  consequences. 

First.  Their  effect  on  raising  the  value  of  the  public  lands,  and  thereby  augmenting 
the  revenue. 

In  all  cases  where  canals  shall  pass  through  the  lands  of  the  United  States,  and  open 
a  cheap  communication  to  a  good  market,  such  lands  will  rise  in  value  for  twenty  miles 
on  each  side  of  the  canal.  The  farmer  who  will  reside  twenty  miles  from  the  canal, 
can,  in  one  day,  carry  a  load  of  produce  to  its  borders;  and  were  the  lands  six  hundred 
miles  from  one  of  our  seaport  towns,  his  barrel  of  flour,  in  weight  two  hundred  pounds, 
could  be  carried  that  distance  for  sixty  cents,  the  price  which  is  now  paid  to  carry  a 
barrel  fifty  miles  on  the  Lancaster  turnpike.  Consequently,  as  relates  to  cheapness 
of  carriage,  and  easy  access  to  market,  the  new  lands  which  lie  six  hundred  miles  from 
the  seaports,  would  be  of  equal  value  with  lands  of  equal  fertility,  which  are  fifty  miles 
from  the  seaports.  But,  not  to  insist  on  their  being  of  so  great  a  value  until  popula- 
tion is  as  great,  it  is  evident  that  they  must  rise  in  value  in  a  three  or  fourfold  degree; 
every  lineal  mile  of  canal  would  accommodate  twenty-five  thousand  six  hundred  acres; 
the  lands  sold  by  the  United  States  in  1806,  averaged  about  two  dollars  an  acre;  and 
certainly  every  acre  accommodated  with  a  canal,  would  produce  six  dollars;  thus, 
only  twentj^  miles  of  canal,  each  year,  running  through  national  lands,  would  raise 
the  value  of  five  himdred  and  twelve  thousand  acres  at  least  four  dollars  an  acre,  giving 
two  million  and  forty-three  dollars  to  the  Treasury,  a  sum  sufficient  to  make  one 
hundred  and  thirty-six  miles  of  canal.  Had  an  individual  such  a  property,  and  funds 
to  cortstruct  canals  to  its  centre,  he  certainly  would  do  it  for  his  own  interest.  The 
nation  has  the  property,  and  the  nation  possesses  ample  funds  for  such  undertakings. 

Second.  On  their  effect  in  cementing  the  Union,  and  extending  the  principles  of 
confederated  republican  Government,  numerous  have  been  the  speculations  on  the 
duration  of  our  Union,  and  intrigues  have  been  practised  to  sever  the  Western  from 
the  Eastern  States.  The  opinion  endeavored  to  be  inculcated  was,  that  the  inhabit- 
ants behind  the  mountains  were  cut  off  from  the  market  of  the  Atlantic  States;  that, 
r  consequently,  they  had  a  separate  interest,  and  should  use  their-  resources  to  open  a 
communication  to  a  market  of  their  o^vn;  that,  remote  from  the  seat  of  Government, 
they  could  not  enjoy  their  portion  of  advantages  arising  from  the  Union,  and  that, 
sooner  or  later,  they  must  separate  and  govern  for  themselves. 

Others,  by  drawing  their  examples  from  European  Governments,  and  the  mon- 
archies which  have  grown  out  of  the  feudal  habits  of  nations  of  warriors,  whose  minds 
were  bent  to  the  absolute  power  of  the  few,  and  the  servile  obedience  of  the  many, 
have  conceived  these  States  of  too  gi-eat  an  extent  to  continue  united  under  a  repub- 
lican form  of  Government,  and  that  the  time  is  not  distant  when  they  will  divide  into 
little  kingdoms,  retrogading  from  common  sense  to  ignorance,  adopting  all  the  follies 
and  barbarities  which  are  every  day  practised  in  the  kingdoms  and  petty  states  of 
Europe.  But  those  who  have  reasoned  in  this  way  have  not  reflected,  that  men  are 
the  creatures  of  habit,  and  that  their  habits  as  well  as  their  interests  may  be  so  com- 
bined, as  to  make  it  impossible  to  separate  them  without  falling  back  into  a  state  of 
barbarism.     Although  in  ancient  times  some  specks  of  civilization  have  been  effaced, 


THE  GALLATIN   REPORT  581 

by  hoards  of  uncultivated  men,  yet,  it  is  remarkable  that  since  the  invention  of  print- 
ing, and  general  diffusion  of  knowledge,  no  nation  has  retrogaded  in  science  or 
improvements;  nor  is  it  reasonable  to  suppose  that  the  Americans,  who  have  as  much 
if  not  more  information  in  general  than  any  other  people,  will  ever  abandon  an  advan- 
tage which  they  have  once  gained.  England,  which  at  one  time,  was  seven  petty 
kingdoms,  has,  by  habit,  long  been  united  into  one.  Scotland,  by  succession,  became 
united  to  England,  and  is  now  bound  to  her  by  habit,  by  turnpike  roads,  canals,  and 
reciprocal  interests.  In  like  manner  all  the  counties  of  England,  or  departments  of 
France,  are  bound  to  each  other;  and  when  the  United  States  shall  be  bound  together 
by  canals,  by  cheap  and  easy  access  to  market  in  all  directions,  by  a  sense  of  mutual 
interests  ai'ising  from  mutual  intercourse  and  mingled  commerce,  it  will  be  no  more 
possible  to  split  them  into  independent  and  separate  Governments,  each  lining  its 
frontiers  with  fortifications  and  troops,  to  shackle  their  own  exports  and  imports  to 
and  from  the  neighboring  States,  than  it  is  now  possible  for  the  Government  of  Eng- 
land to  divide  and  form  again  into  seven  kingdoms. 

But  it  is  necessary  to  bind  the  States  together  by  the  people's  interest,  one  of  which 
is  to  enable  every  man  to  sell  the  produce  of  his  labor  at  the  best  market,  and  purchase 
at  the  cheapest.  This  accords  with  the  idea  of  Hume,  "that  the  government  of  a 
wise  people  would  be  little  more  than  a  system  of  civil  police;  for  the  best  interests 
of  man  is  industry,  and  a  free  exchange  of  the  produce  of  his  labor  for  the  things  which 
he  may  require." 

On  this  humane  principle,  what  stronger  bonds  of  union  can  be  invented,  than  those 
which  enable  each  individual  to  transport  the  produce  of  his  industry  twelve  hundred 
miles  for  sixty  cents  the  hundred  weight?  Here,  then,  is  a  certain  method  of  securing 
the  Union  of  the  States,  and  of  rendering  it  as  lasting  as  the  continent  we  inhabit. 

It  is  now  eleven  years  that  I  have  had  this  plan  in  contemplation  for  the  good  of  our 
country.  At  the  conclusion  of  my  work  on  small  canals,  there  is  a  letter  to  Thomas 
Mifflin,  then  Governor  of  the  State  of  Pennsylvania,  on  a  system  of  canals  for  America. 
In  it  I  contemplated  the  time  when  "canals  should  pass  through  every  vale,  wind 
around  each  hill,  and  bind  the  whole  country  together  in  the  bonds  of  social  inter- 
course;" and  I  am  happy  to  find  that,  through  the  good  management  of  a  wise  admin- 
istration, a  period  has  arrived  when  an  overflowing  treasury  exhibits  abundant 
resources,  and  points  the  mind  to  works  of  such  immense  importance.  Hoping  speed- 
ily to  see  them  become  favorite  objects  with  the  whole  American  people, 

I  have  the  honor  to  be  your  most  obedient  servant, 

RoBT.  Fulton. 

To  Albert  Gallatin,  Esq.,  Secretary  of  the  Treasury. 


18.  REPORT  OF  WINDOM  SELECT  COlVmiTTEE 

{Note. — This  was  the  report  of  a  Select  Committee  on  Transporta- 
tion Routes  to  the  Seaboard  authorized  by  resolution  of  the  United 
States  Senate,  adopted  December  16,  1872. <^ 

As  originally  provided  for,  this  Committee  was  composed  of  seven 
members  of  the  Senate,  as  follows:  William  Windom,  of  Minnesota, 
chairman;  John  Sherman,  of  Ohio;  Roscoe  Conkling,  of  New  York; 
Adelbert. Ames,  of  Mississippi;  John  F.  Lewis,  of  Virginia;  Eugene 
Casserly,  of  Cahfornia;  and  Thomas  M.  Norwood,  of  Georgia.^ 

At  the  special  session  of  the  Senate  held  after  March  4,  1873,  on 
March  26,  1873,  a  resolution  was  adopted  providing  for  two  addi- 
tional members  of  the  Committee,  and  the  president  pro  tempore 
appointed  John  H.  Mitchell,  of  Oregon,  and  Henr}^  G.  Davis,  of  West 
Virginia. <^ 

After  this  enlargement  the  personnel  of  the  Committee  underwent 
further  changes,  and  on  February  24,  1874,  was  composed  of  the 
following  members:  William  Windom,  of  Minnesota;  John  Sherman, 
of  Ohio;  Roscoe  Conkling,  of  New  York;  J.  Rodman  West,  of  Loui- 
siana; Simon  B.  Conover,  of  Florida;  John  H.  Mitchell,  of  Oregon; 
Thomas  M.  Norwood,  of  Georgia;  Henry  G.  Davis,  of  West  Virginia; 
John  W.  Johnston,  of  Virginia.'* 

On  March  26,  1873,  the  Senate  adopted  a  resolution  authorizing 
this  Committee  to  sit  at  such  places  as  they  might  designate  during 
the  recess  and  to  investigate  and  report  upon  the  subject  of  trans- 
portation between  the  inferior  and  the  seaboard;  at  the  same  time 
it  authorized  the  Committee  to  employ  a  clerk  and  stenographer 
and  to  send  for  persons  and  papers.  The  resolution  further  provided 
that  the  actual  and  necessary  expenses  attending  such  investigation 
should  be  paid  out  of  the  contingent  fund  of  the  Senate  upon  vouchers 
approved  hj  the  chairman  of  the. Committee. 

The  Committee  visited  various  portions  of  the  country  and  collected 
a  mass  of  useful  information  relating  to  rail  and  water  transportation 
in  the  United  States. 

The  report  of  the  Select  Committee  on  Transportation  Routes  to 
the  Seaboard  was  submitted  to  the  Senate  April  24,  1874,  and  was 
on  the  same  day  ordered  to  be  printed.^  The  results  of  its  investi- 
gations are  published  in  two  volumes  containing  more  than  1,400 
pages,  including  an  appendix  of  232  pages,  in  which  appears  a  report 
by  Henry  G.  Davis,  as  a  committee  of  one,  in  regard  to  the  James 
River  and  Kanawha  Canal.     Minority  reports  were  made  by  Roscoe 

«  Rep-rt  of  Select  Committee  on  Transportation  Routes  to  the  Seaboard,  Senate 
Reports,  1st  sess.,  4:M  Cong.,  Vols.  I  and  II,  1873-74,  254  pp.  and  Appendix,  990  pp. 
6  Congressional  Directory,  42d  Cong.,  3d  sess.,  1875,  p.  60. 
c  Congressional  Record,  Vol.  I,  spec,  sess.,  43d  Cong.,  1873,  p.  205. 
d  Congressional  Directory,  43d  Cong.,  1st  sess.,  p.  74. 
^Congressional  Record,  43d  Cong.,  1st  sess.,  April  24,  1874,  pp.  3334  et  seq. 

582 


«Trw>T?.T    OTT    WINDOM   SELECT    COMMITTEE 


583 


MAP  SHOWlNe 

INTERNAL  IMPROVEMENTS 

RECOMWeNDED  BY 
lOMMITTEE   on    Tf?Ari5PORTATI0ri 
(WINDOM   committee) 

1572. 
S.REP.  307,    43   I 

^mended  ix/  ^^C  committt* 


\j^i  reported  upon  t><j  the  committee . 


of  internal  K^provements  recommended  bij  the 
•js  indicated  on  thh  mop  connects  bifthe  ch^olteif 
lods  of  transportation  each  i>tate  wiih  tveru  other 
■)f  the  ffochu  Mountains,  and  ^hen  complctea  evert^ 
Union  ence'pt  one  will  hove  a  connection  Ay  water 
•ansporf'  iviih  tht  markets  of  the.  whole  world  " 


S.  Doc.J^5  60   I 


S.  Doe.  325  60   I 


REPORT    OF    WINDOM    SELECT    COMMITTEE  583 

Conkling  for  himself,  and  by  the  following  members  of  the  Committee : 
T.  M.  Norwood,  H.  G.  Davis,  and  John  W.  Johnston.  Both  Mr. 
Conkling  and  the  tliree  members  named  appear  to  have  concurred 
in  the  main  in  the  report  of  the  Windom  Committee,  but  did  not 
agree  with  the  report  as  to  certain  matters  of  law  which  are  indicated 
in  the  "Summary  of  Conclusions  and  Recommendations"  above  their 
names.  It  would  appear  that  Messrs.  Sherman,  Conover,  West,  and 
Mitchell  concurred  with  the  chairman ;  and  their  names  are  bracketed 
in,  conformably  with  those  of  the  minority  signers. 

The  Committee  made  various  recommendations  regarding  the  con- 
trol of  railways  and  the  improvement  of  natural  and  construction  of 
artificial  waterways.  Among  the  remedies  for  evils  in  the  then  exist- 
ing systems  of  transportation  the  committee  included  a  considera- 
tion of  the  improvement  and  construction  of  water  routes  between 
the  interior  and  the  seaboard. 

The  conclusions  and  recommendations  only  are  reprinted.  They 
appear  in  Volume  I  of  the  report,  pages  240  to  254. — II.  K.  S.] 

SUMMARY  OF  CONCLUSIONS  AND  RECOMMENDATIONS, 

The  following  general  summary  of  the  conclusions  and  recom- 
mendations of  the  Committee  are  respectfully  submitted : 

Firstly.  One  of  the  most  important  problems  demanding  solution 
at  the  hands  of  the  American  statesman,  is  by  what  means  shall 
cheap  and  ample  facilities  be  provided  for  the  interchange  of  com- 
modities between  the  different  sections  of  our  widely  extended 
country. 

Secondly.  In  the  selection  of  means  for  the  accomplishment  of 
this  object,  Congress  may,  in  its  discretion  and  under  its  responsibility 
to  the  people,  prescribe  the  rules  and  regulations  by  which  the  instru- 
ments, vehicles,  and  agencies  employed  in  transporting  persons  or 
commodities  from  one  State  into  or  through  another  shall  be  governed, 
whether  such  transportation  be  by  land  or  by  water. 

Thirdhj.  The  power  "to  regulate  commerce"  includes  the  power 
to  aid  arid  facilitate  it  by  the  employment  of  such  means  as  may  be 
appropriate  and  plainly  adaptecl  to  that  end;  ami  hence  Congress 
may,  in  its  discretion  improve,  or  create,  channels  of  commerce  on 
land,  or  by  water. 

Fourthly.  A  remedy  for  some  of  the  defects  and  abuses  which  pre- 
vail under  existing  systems  of  transportation,  may  be  provided  by 
direct  congressional  regulation,  but  for  reasons,  stated  at  length  in 
this  report,  it  is  seriously  doubted  if  facilities,  sufficiently  cheap  and 
ample  to  meet  the  just  and  reasonable  requirements  of  commerce, 
can  ever  be  obtained  by  this  method. 

Fifthly.  Wliatever  may  be  the  limit  of  the  power  of  Congress  over 
interstate  commerce,  it  is  believed  that  the  attempt  to  regulate  the 
business  of  transportation  by  general  congressional  enactments  estab- 
lishing rates  and  fares  on  1,300  railways,  aggregating  nearly  one-half 
the  railway  mileage  of  the  world,  and  embracing  an  almost  infinite 
variety  of' circumstances  and  conditions,  requires  more  definite  and 
detailed  information  than  is  now  in  the  possession  of  Congress  or  of 
your  Committee.  Believing  that  any  ill-advised  measures,  in  this 
direction,  would  tend  to  postpone  indefinitely  the  attainment  of  the 
desired  object — clieap  transportation — the  Committee  deem  it  expe- 
dient  to   confine   their  recommendations,   in   this  regard,    to   such 


584  EEPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

measures  only  as  may  be  enacted  with  entire  safety,  reserving  other 
matters  of  legislation  for  further  inquiry  and  consideration.  They 
therefore  recommend  for  present  action  the  following: 

1.  That  all  railway  companies,  freight-lines,  and  other  persons, 
or  organizations  of  common  carriers,  engaged  in  transporting  pas- 
sengers or  freights  from  one  State  into  or  through  another,  be  required, 
under  proper  penalties,  to  make  publication  at  every  point  of  shipment 
from  one  State  to  another,  of  their  rates  and  fares,  embracing  all  the 
particulars  regarding  distance,  classifications,  rates,  special  tariffs, 
drawbacks,  &c.,  and  that  they  be  prohibited  from  increasing  such 
rates  above  the  limit  named  in  the  publication,  without  reasonable 
notice  to  the  public,  to  be  prescribed  by  law. 

2.  That  combinations  and  consolidations  with  parallel  or  com- 
peting lines  are  evils  of  such  magnitude  as  to  demand  prompt  and 
vigorous  measures  for  their  prevention. 

3.  That  all  railway  companies,  freight-lines,  and  other  organiza- 
tions of  common  carriers,  employed  in  transporting  grain  from  one 
State  into  or  through  another,  should  .be  required,  under  proper 
regulations  and  penalties  to  be  provided  by  law,  to  receipt  for  quan- 
tity and  to  deliver  the  same  at  its  destination. 

4.  That  all  railway  companies  and  freight  organizations,  receiving 
freights  in  one  State  to  be  delivered  in  another,  and  whose  lines  touch 
at  any  river  or  lake  port,  be  prohibited  from  charging  more  to  or 
from  such  port  than  for  any  greater  distance  on  the  same  line." 

5.  Stock-inflations,  generally  known  as  ''stock-waterings,"  are 
wholly  indefensible;  but  the  remedy  for  this  evil  seems  to  fall  pe- 
culiarly within  the  province  of  the  States  who  have  created  the  cor- 
porations from  which  such  practices  proceed.  The  evil  is  believed 
to  be  of  such  magnitude  as  to  require  prompt  and  efficient  State 
action  for  its  prevention,  and  to  justify  any  measures  that  may  be 
proper  and  within  the  range  of  national  authority. 

6.  It  is  believed  by  the  committee  that  great  good  would  result 
from  the  passage  of  State  laws  prohibiting  officers  of  railway  com- 
panies from  owning  or  holding,  directly  or  indirectly,  any  interest  in 
any  ^^non-co-operative  freight-line"  or  car  company,  operated  upon 
the  railroad  with  which  they  are  connected  in  such  official  capacity. 

7.  For  the  purpose  of  procuring  and  laying  before  Congress  and 
the  country  such  complete  and  reliable  information  concerning  the 
business  of  transportation  and  the  wants  of  commerce,  as  will  enable 
Congress  to  legislate  intelligently  upon  the  subject,  it  is  recommended 
that  a  Bureau  of  Commerce,  in  one  of  the  Executive  De})artments  of 
the  Government,  be  charged  with  the  duty  of  collecting  and  reporting 
to  Congress  information  concerning  our  internal  trade  and  commerce; 
and  be  clothed  with  authority  of  law,  under  regulations  to  be  pre- 
scribed by  the  head  of  such  Department,  to  require  each  and  every 
railway  and  other  transportation  company  engaged  in  inter-State 
transportation  to  make  a  report,  under  oath  of  the  proper  officer  of 
such  company,  at  least  once  each  year,  which  report  should  embrace, 
among  other  facts,  the  following,  namely:    1st.  The  rates  and  fares 

«  This  provision,  it  is  believed,  will  prevent  the  discriminations  now  practiced  against 
such  ports,  and  will  enable  States  which  are  separated  from  water-lines  by  intervening 
States  to  reach  such  lines  at  reasonable  cost.  Congress  has  no  power  to  regulate  com- 
merce wholly  within  a  State,  and  hence  States  bordering  upon  such  water-lines  will 
regulate  the  rates  to  ports  within  their  own  territory. 


\ 


EEPORT   OF   WINDOM   SELECT   COMMITTEE  585 

charged  from  all  points  of  shipment  on  its  line  in  one  State  to  all 
points  of  destination  in  another  State,  including  classifications  and 
distances,  and  all  drawbacks,  deductions,  and  discriminations;  2d.  A 
full  and  detailed  statement  of  receipts  and  expenditures,  including  the 
compensation  paid  to  ofTicers,  agents,  and  employes  of  the  company; 
3d.  The  amount  of  stock  and  bonds  issued,  tne  price  at  which  they 
were  sold,  and  the  disposition  made  of  the  funds  received  from  such 
sale;  4th.  The  amount  and  value  of  commodities  transported  during 
the  year,  as  nearly  as  the  same  can  be  ascertained,  togetner  with  such 
other  facts  as  may  be  required  by  the  head  of  such  Bureau,  under  the 
authority  of  law. 

Sixth.  Though  the  existence  of  the  Federal  power  to  regulate  com- 
merce to  the  extent  maintained  in  this  report  is  believed  to  be  essen- 
tial to  the  maintenance  of  perfect  equality  among  the  States  as  to 
commercial  rights;  to  the  prevention  of  unjust  and  invidious  distinc- 
tions which  local  jealousies  or  interests  might  be  disposed  to  intro- 
duce; to  the  proper  restraints  of  consolidated  corporate  power,  and 
to  the  correction  of  many  of  its  existing  evils,  yet  your  committee  are 
unanimously  of  the  opinion  that  the  problem  of  cheap  transportation 
is  to  be  solved  through  competition,  as  hereinafter  stated,  rather  than 
by  direct  congressional  regulation  of  existing  lines. 

Seventh.  Competition,  which  is  to  secure  and  maintain  cheap  trans- 
portation, must  embrace  two  essential  conditions:  1st,  it  must  be 
controlled  by  a  power  with  which  combination  will  be  impossible; 
2d,  it  must  operate  through  cheai)er  and  more  ample  channels  of 
commerce  than  are  now  provided. 

Eighth.  Railway  competition,  wdien  regulated  by  its  own  laws,  will 
not  effect  the  object;  because  it  exists  onlv  to  a  very  limited  extent 
in  certain  localities;  it  is  alway  unreliable  and  inefficient;  and  it 
invariably,  ends  in  combination.  Hence,  additional  raihvay-lines, 
under  the  control  of  private  corporations,  will  afford  no  substantial 
relief,  because  self-interest  will  inevitably  lead  them  into  combination 
with  existing  lines. 

Ninth.  The  only  means  of  securing  and  maintaining  reliable  and 
effective  competition  between  railways  is  through  national  or  State 
ownership,  or  control,  of  one  or  more  lines,  which,  being  unable  to 
enter  into  combinations,  will  serve  as  regulators  of  other  lines. 

Tenth.  One  or  more  double-track  freight-railways,  honestly  and 
thoroughly  constructed,  owned  or  controlled  by  the  Government,  and 
operated  at  a  low  rate  of  speed,  would  doubtless  be  able  to  carry  at 
much  less  cost  than  can  be  done  under  the  present  system  of  operating 
fast  and  slow  trains  on  the  same  road;  and,  being  incapable  of  enter- 
ing into  combinations,  would  no  doubt  serve  as  a  veiy  valuable  regu- 
lator of  all  existing  railroads  within  the  range  of  their  influence. 

Eleventh.  The  uniform  testimony  deduced  from  practical  results  in 
this  country,  and  throughout  the  commercial  world  is,  that  water- 
routes,  when  properly  located,  not  only  afford  the  cheapest  and  best- 
known  means  of  transport  for  all  heavy,  bulky,  and  cheap  commodi- 
ties, but  that  they  are  also  the  natural  competitors,  and  most  effective 
regulators  of  railway-transportation. 

Twelfth.  The  above  facts  and  conclusions,  together  wath  the  re- 
markaole  physical  adaptation  of  our  country  for  ch^ap  and  ample 
water-communications,  point  unerringly  to  the  improvement  of  our 
great  natural  water-ways,  and  their  connection  by  canals,  or  by  short 

31673— S.  Doc.  325,  60-1 38 


586  KEPORT   OF   THE   INLAND    WATERWAYS   COMMISSION 

freight-railway  portages  under  control  of  the  Government,  as  the 
obvious  and  certain  solution  of  the  problem  of  cheaf  transportation. 

Thirteenth.  After  a  most  careful  consideration  of  the  merits  of 
various  proposed  improvements,  taking  into  account  the  cost,  prac- 
ticability, and  probable  advantages  of  each,  the  Committee  have  come 
to  the  unanimous  conclusion  that  the  following  are  the  most  feasible 
and  advantageous  channels  of  commerce  to  be  created  or  improved 
by  the  National  Government  in  case  Congress  shall  act  upon  this 
subject,  viz: 

1st.  The  Mississippi  River. 

2d.  A  continuous  water-line  of  adequate  capacity  from  the  Missis- 
sippi River  to  the  city  of  New  York,  via  the  northern  lakes. 

3d.  A  route  adequate  to  the  wants  of  commerce,  through  the  cen- 
tral tier  of  States,  from  the  Mississippi  River,  via  the  Ohio  and 
Kanawha  Rivers,  to  a  point  in  West  Virginia,  and  thence  by  canal 
and  slack-water,  or  by  a  freight-railway,  to  tide-water,  in  Virginia. 

4th.  A  route  from  the  Mississippi  River,  via  the  Ohio  and  Tennes- 
see Rivers,  to  a  point  in  Alabama  or  Tennessee,  and  thence  by  canal 
and  slack-water,  or  by  a-  freight-railway,  to  the  ocean. 

In  the  discussion  of  these  four  existing  and  proposed  channels  of 
commerce,  we  shall,  for  the  sake  of  brevity,  designate  them  respec- 
tively, the  "Mississippi  route,"  "Northern  route,"  "Central  route," 
and  "Southern  route." 

THE    MISSISSIPPI    ROUTE. 

The  improvements  necessary  on  the  Mississippi  route  are:  1.  The 
opening  of  the  mouth  of  the  river,  so  as  to  permit  the  free  passage  of 
vessels  drawing  28  feet — estimated  cost,  $10,000,000.  2.  The  con- 
struction of  reservoirs  at  the  sources  of  the  river — (if  upon  a  careful 
survey  they  shall  be  deemed  practicable) — estimated  cost,  $114,000. 
3.  Improvements  upon  a  system  to  be  provided  by  the  War  Depart- 
ment, at  all  intermediate  points,  so  as  to  give  from  3  to  5  feet  naviga- 
tion above  the  Falls  of  Saint  Anthony;  from  4^  to  6  feet  from  that 
point  to  Saint  Louis;  and  from  8  to  10  feet  from  Saint  Louis  to  New 
Orleans,  at  the  lowest  stages  of  water;   estimated  cost,  $5,000,000. 

The  total  cost  of  the  Mississippi  improvements  may,  we  think,  be 
safely  estimated  at  $16,000,000. 

THE  NORTHERN  ROUTE. 

The  improvements  suggested  on  this  route  are: 

1st.  The  Fox  and  Wisconsin  Rivers  improvement,  by  which  5  feet 
of  navigation  will  be  secured,  during  the  entire  season,  from  the 
Mississippi  River  to  Green  Bay,  thereby  affording  the  shortest  and 
cheapest  connection  between  the  centers  of  wheat  production  and 
the  eastern  markets,  and  a  continuous  water-channel  from  all  points 
on  the  Mississippi  River  and  its  tributaries  to  the  Atlantic  Ocean. 
Estimated  cost,  $3,000,000. 

2d.  The  construction  of  the  Hennepin  Canal  (65  miles  long)  from 
a  point  on  the  Mississippi  River,  near  Rock  Island,  to  the  Illinois 
River  at  Hennepin,  thereby  affording  the  shortest  and  cheapest 
route  from  the  largest  areas  of  greatest  corn  production  to  the  East, 
and  a  connection  by  water  between  the  river  system  of  the  West, 
the  northern  lakes,  and  the  Atlantic  Ocean.  Estimated  cost, 
$4,000,000. 


REPORT   OF    WINDOM   SELECT    COMMITTEE  587 

3d.  The  enlargement  and  improvement,  with  the  concurrence  of 
the  State  of  New  York,  of  one  or  more  of  the  three  water-routes  from 
the  lakes  to  New  York  City,  namely:  The  Erie  Canal  from  Buffal(3 
to  Albany;  the  Oneida  Lal^e  Canal  from  Oswego  to  iVlbany;  or  the 
Champlain  Canal  from  Lake  Champlain  to  deep  water  on  the  Hudson 
River,  including  such  connection  as  may  be  effected  between  Lake 
Champlain  and  the  Saint  La\vrence  River  with  the  co-operation  of 
the  British  Provinces.     Estimated  cost,  $12,000, 000. 

Total  cost  of  northern  route  from  the  Mississippi  River  to  New 
York  City,  $19,000,000. 

The  enlargement  of  the  Welland  Canal,  now  in  progress,  with  the 
construction  of  the  Caughnawaga  Canal,  and  the  proposed  enlarge- 
ment of  the  Champlain  Canal,  will  enable  vessels  of  a  1,000  tons  to 
pass  from  western  lake  ports  to  ports  in  Vermont  and  to  New  York 
City.  The  Erie  Canal,  enlarged  as  proposed,  will  pass  vessels  of 
about  700  tons. 

THE    CENTRAL    ROUTE. 

The  plan  of  improvement  for  this  route  contemplates — 

1st.  The.  radical  improvement  of  the  Ohio  RiA^er  from  Cairo  to 
Pittsburgh,  so  as  to  give  six  to  seven  feet  of  navigation  at  low  water. 
Estimated  cost,  $22,000,000. 

2d.  The  improvement  of  the  Kanawha  River  from  its  mouth  to 
Great  Falls,  so  as  to  give  six  feet  of  navigation  at  all  seasons.  Esti- 
mated cost,  including  reservoirs,  $3,000,000. 

3d.  A  connection  by  canal  or  by  a  freight-railway  from  the  Ohio 
River  or  Kanawha  River,  near  Charleston,  by  the  shortest  and  most 
practicable  route,  through  West  Virginia,  to  tide-water  in  Virginia; 
the  question  as  between  the  canal  and  freight-railway  to  be  decided 
after  the  completion  of  careful  surve^^s  and  estimates.  If  by  canal 
and  slack-water,  the  estimated  cost  is  $55,000,000;  if  by  a  freight- 
railway,  the  cost  would  probably  not  exceed  $25,000,000. 

The  total  expenditure  necessary  for  the  improvement  of  the  Ohio 
and  Kanawha  Rivers  is  estimated  at  $25,000,000.  The  amount 
necessary  to  complete  the  connection  with  tide- water  depends  upon 
the  nature  of  the  improvement,  as  above  stated. 

THE    SOUTHERN    ROUTE. 

The  plan  suggested  by  the  committee  for  the  southern  route  con- 
templates: 1.  The  improvement  of  the  Tennessee  River  fi*om  its 
mouth  to  Knoxville,  so  as  to  give  3  feet  of  navigation  at  lowest 
stages  of  water.  Estimated  cost,  $5,000,000.  2.  A  communication 
by  canal,  or  freight-railway,  from  some  convenient  point  on  the 
Tennessee  River  in  Alabama  or  Tennessee,  by  the  shortest  and  most 
practicable  route  to  the  Atlantic  Ocean.  The  railway,  if  constructed, 
will  be  about  430  miles  long;  the  question  as  between  the  canal  and 
railway  to  be  decided. after  a  careful  surve}'  and  estimate  of  both 
shall  fiave  been  completed.  If  bv  canal,  the  cost  will  be  about 
$35,000,000.  If  by  railway,  probably  about  $30,000,000.  Large 
portions  of  all  of  the  above  routes  have  been  surveyed,  and  carefid 
estimates  prepared  by  the  War  Department.  It  is  recommended 
that  appropriations  be  made  at  the  present  session  of  Congress,  for 


588  EEPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

completing  the  surveys  of  the  entire  system  of  improvements  pro- 
posed, in  order  to  determine  accurately  the  cost  of  each  route,  and 
to  enable  the  Government  to  enter  at  once  upon  the  work,  if  the 
same  shall,  be  deemed  practicable  and  expedient,  after  such  surveys 
shall  have  been  completed. 

In  presenting  this  general  plan  of  improvements,  the  committee 
wish  it  to  be  distinctly  understood  that  the  ordinary  annual  appro- 
priations for  other  important  works,  in  aid  of  commerce,  should  not 
be  omitted. 

The  cost  of  the  entire  improvement  will  depend  upon  the  decision 
to  be  hereafter  made  between  the  canals  and  the  freight-railway 
portages  on  the  central  and  southern  routes.  If  the  canals  be  con- 
structed, the  total  cost  will  be  about  $155,000,000.  If  the  railways 
be  chosen,  the  total  cost  will  be  about  $120,000,000. 

An  actual  expenditure  of  $20,000,000  to  $25,000,000  per  annum 
will  be  required  for  five  years,  (in  addition  to  the  loan  of  Government 
credit  as  above  stated,)  when  the  whole  work  can  be  completed. 
The  resulting  benefits  will,  for  all  time,  annually  repay  more  than 
double  the  entire  cost. 

In  view  of  the  fact  that  private  companies  invariably  combine 
with  each  other  against  the  public,  it  is  recommended  that  no  aid 
he  given  to  any  route  to  be  owned  or  controlled  by  private  corpora- 
tions, but  that  the  four  great  channels  of  commerce  suggested  shall 
be  improved,  created,  and  owned  by  the  Government,  and  stand  as 
permanent  and  effective  competitors  with  each  other,  and  with  all 
the  railways  which  may  be  within  the  range  of  their  influence. 

The  committee  believe  that  the  water-routes  suggested  should 
constitute  free  highways  of  commerce,  subject  only  to  such  tolls 
as  may  be  necessary  for  maintenance  and  repairs.  If,  however. 
Congress  shall  deem  it  expedient  to  require  them  to  provide  interest 
on  the  cost  of  construction,  and  the  means  for  ultimate  redemption 
of  the  principal,  the  whole  improvements  will  involve  only  a  loan 
of  Government  credit. 

NATIONAL  CHARACTER  OF  THE  PROPOSED  IMPROVEMENTS. 

By  reference  to  the  map  of  the  United  States  it  will  be  seen  that  the 
completion  of  the  system  of  improvements  proposed  will  provide  four 
great  competing  commercial  lines  from  the  center  of  the  continent  to 
the  Atlantic  seaboard  and  the  Gulf  of  Mexico.  It  will  also  be  observed, 
by  reference  to  the  crop-maps  republished  with  this  report,  that 
these  routes  lead  directly  from,  or  through,  the  greatest  areas  of 
production,  to  those  sections  which  constitute  the  greatest  areas 
of  consumption;  thus  dividing  their  benefits  equitably  between  pro- 
ducers and  consumers,  and  contributing  to  the  development  and 
prosperity  of  the  whole  country.  The  Great  Architect  or  the  conti- 
nent seems  to  have  located  its  rivers  and  lakes  with  express  reference 
to  the  commercial  necessities  of  the  industrious  millions  who  now 
and  shall  hereafter  occupy  it.  The  plan  of  improvements  suggested 
by  the  committee  merely  follows  the  lines  so  clearly  indicated  by 
His  hand. 

The  proposed  improvements  are  so  located  as  to  distribute  their 
benefits  with  great  equality  arnong  all  the  States  east  of  the  Rocky 
Mountains.     Twenty-one  of  those  States  are  situated  directly  on  one 


REPORT    OF    WINDOM    SELECT    COMMITTEE  589 

or  more  of  said  routes;  two  States — Kansas  and  Nebraska — are  so 
situated  as  to  enjoy  the  full  benefits  of  reduced  cost  of  transportation 
from  the  Mississippi  River  by  all  of  the  proposed  lines.  Eleven  States, 
viz,  Maine,  New  Hampshire,  Massachusetts,  Connecticut,  Rhode 
Island,  Delaware,  Maryland,  New  Jersey,  North  Carohna,  Florida, 
and  Texas,  nearly  all  of  wliich  consume  largely  the  food  of  the  West, 
and  most  of  which  are  to  a  great  extent  dependent  upon  the  West 
for  a  market  for  their  manufactures  and  other  products,  are  directly 
connected  by  the  waters  of  the  ocean  with  their  several  termini.  The 
proposetl  improvements  Mill,  therefore,  connect  by  the  cheapest  known 
means  of  transport  every  one  of  the  thirty-four  States,  east  of  the 
Rocky  Mountams,  with  all  the  others,  and  but  one  State  in  the 
Union  will  be  without  water  connection  with  the  whole  world.  The 
accomplishment  of  so  great  a  result,  by  an  expenditure  of  money 
comparatively  so  small,  illustrates  the  wonderful  provisions  of  nature 
for  cheap  commercial  facilities  on  this  continent.  ' 

These  four  great  channels  of  commerce  under  pubhc  control,  and 
hence  unable  to  combine  with  each  other  or  with  existing  lines  of 
transport,  will,  by  the  power  of  competition,  hold  in  check  all  the 
railways  radiating  from  the  interior  to  the  seaboard,  and,  by  affording 
cheap  and  ample  means  of  communication,  will  solve  the  problem  of 
cheap  transportation.  If  local  railways  discriminate  against  them, 
it  will  be  in  the  power  of  the  States  whose  boundaries  they  touch  to 
prescribe  regulations  for  the  correction  of  such  discriminations.  A 
law  of  Congress  prohibiting  discriminations  against  river  or  lake  ports, 
will  enable  the  other  States  not  directly  upon  any  of  said  hues  to 
reach  them  at  reasonable  rates.  The  committee  submit  that  no 
scheme  of  pubUc  improvement  could  be  more  eminently  national  in 
its  character,  nor  diffuse  its  benefits  more  generally  and  equitably, 
than  the  one  proposed,  and  they  beUeve  that  the  entire  system  of 
improvements  indicated  should  be  considered  and  acted  upon  as  a 
whole. 

Let  us  now  consider  more  specifically  the  benefits  and  advantages 
to  be  anticipated  from  each  route  and  from  the  entire  system,  when 
completed. 

BENEFITS  ANTICIPATED  FROM  THE  NORTHERN  ROUTE. 

From  all  points  on  the  Mississippi  River  between  MinneapoUs,Minn., 
and  Quincy,  III.,  the  average  railway  rate  to  lake  ports  in  1872  was 
17  cents  per  bushel  of  60  pounds.  From  Chicago  to  New  York,  b}^ 
rail,  the  average  charge  during  that  year  was  33  ^  cents  per  bushel, 
and  the  average  rate  by  water  was  26^^  cents  per  bushel,  making  the 
all-rail  charges  through  from  the  Mississippi  to  New  York  50 1  cents, 
and  the  rail  and  water  charges,  exclusive  of  terminals,  43^'V  cents  per 
bushel.  In  the  section  of  this  report  devoted  to  the  Fox  and  Wiscon- 
sin River  Improvement,  and  the  Hennepin  Canal,  we  have  sho^^Ti 
that  an  average  saving  can  be  effected  through  their  agency,  of  at 
least  10  cents  per  bushel  on  all  the  cereals  transported  from  points 
west  of  the  Mississippi  River  and  north  of  the  southern  hne  of  Iowa. 
It  is  beheved  by  those  who  have  studied  the  subject  that  the  enlarge- 
ment of  the  New  York  canals  so  as  to  pass  boats  of  600  to  1,000  tons 
wiU  reduce  the  cost  of  transportation  on  that  part  of  the  Une  50  per 
cent.     The   estabhshment   of   reciprocal   trade   relations   with   the 


590  EEPOET    OF   THE  INLAND    WATERWAYS   COMMISSION 

Dominion  of  Canada,  which  shall  induce  the  construction  of  the 
Caughnawaga  Canal  (if  such  an  arrangement  can  be  made),  and 
wliich  wall  encourage  Canadian  shipmasters  to  compete  for  the  carry- 
ing trade  on  the  lakes,  will  also  materially  cheapen  the  cost  of  transport 
to  New  England.  The  evidence  taken  by  your  committee  fidly  jus- 
tifies the  opinion  that  by  the  enlargement  of  the  New  York  canals, 
the  construction  of  the  Caughnawaga  Canal,  and  the  use  of  the  en- 
larged Canadian  canals,  the  cost  of  transport  from  Chicago  to  Bur- 
Hngton,  Vt.,  and  to  New  York  City  will  not  exceed  from  12  to  15 
cents  per  bushel,  making  the  entire  cost  from  the  Mississippi  River 
to  BurUngton,  Vt.,  or  to  New  York,  not  more  than  22  cents  per 
bushel,  against  the  present  cost  of  43i*V  cents  by  water,  and  50^  cents 
by  rail.  We  may,  therefore,  reasonably  estimate  that  by  the  pro- 
posed improvements  upon  this  route  a  saving  can  be  effected  of  20 
cents  per  bushel,  or  $6.70  per  ton,  on  all  the  east  tonnage  moved  be- 
tween that  river  and  the  East. 

BENEFITS    AN'^ICIPATED    FROM    THE    CENTRAL    ROUTE. 

Assuming  a  charge  of  4  mills  per  ton  per  mile  on  the  ^N^sissippi 
River,  and  on  the  improved  Ohio  and  Kanawha  Rivers,'^  a  charge  of 
8  mills  per  ton  per  mile  on  the  James  River  and  Kanawha  Canal,  and 
6  mills  per  ton  per  mile  on  the  slack-water  improvement,  the  follow- 
ing statement  will  represent  the  cost  of  transport  from  Cairo,  111.,  to 
"" Richmond,  Va.,  by  the  central  water  line: 

Cairo  to  Great  Falls  of  the  Kanawha,  790  miles,  4  mills  per  ton  per  mile $3. 16 

From  Great  Falls  to  Richmond  the  distance  (equating  each  lock  at  one-half 

mile  of  canal)  is  509  miles,  of  which  348  is  canal  (equated)  and  161  is  slack 

water. 

348  miles  canal,  at  8  mills  per  ton  per  mile 2.  78 

161  miles  of  slack-water,  at  6  mills  per  ton  per  mile 96 

Total  per  ton  for  entire  distance &  6.  90 

Equal  to  20.4  cents  per  bushel  of  60  pounds. 

If  the  freight  railway  from  the  Kanawha  to  tide-water  be  adopted, 
instead  of  the  canal  and  slack-water  improvement,  the  cost  of  trans- 
port from  the  Oliio  River  to  the  ocean  will,  it  is  beHeved,  be  substan- 
tially the  same  as  above  stated. 

The  central  route  would  be  closed  by  ice  only  about  30  days  each 
year,  and  hence  it  would  be  an  active  competitor  with  all  the  railways 
from  the  Mississippi  River  to  the  Atlantic  at  times  when  competi- 
tion is  now  suspended  by  reason  of  frost  on  the  northern  water- 
route.  The  effect  of  such  a  regulator  of  railway  charges  would  be  to 
greatly  reduce  the  present  winter  rates,  and  by  the  constant  compe- 
tition it  would  mamtain  to  compel  uniformly  low  charges  on  all  rail 
and  water  Hues  from  the  interior  to  the  eastern  and  southern  sea- 
board.    Its  advantages  would  be  greatest,  however,  to  the  central 

o  The  evidence  taken  by  the  Committee,  and  already  stated  in  this  report,  shows 
that  the  average  charges  by  the  Ohio  and  Mississippi  Rivers  is  now  only  from  3J  to  4J 
mills  per  ton  per  mile,  and  in  many  cases  only  2  mills. 

b  It  is  due  to  this  route  to  say  that  the  above  estimates  of  cost  are  fully  50  percent, 
higher  than  those  relied  upon  by  its  advocates.  The  Committee  have  adopted  them 
from  superabundant  caution,  preferring  to  understate  the  benefits  to  be  anticipated 
from  all  the  routes,  rather  than  to  exaggerate  them.  The  successful  application  of 
Bteam  as  a  motor  on  canals  will  doubtless  reduce  the  cost  of  transport  by  tnls  line  very 
much  below  the  figures  named. 


REPORT   OF    WINDOM   SELECT   COMMITTEE  591 

tier  of  States.  Four  of  the  largest  interior  cities  of  the  continent — 
St.  Louis,  Cincinnati,  Louisville,  and  Pittsburgh — are  situated  directly 
upon  it.  The  trade  of  these  cities,  together  with  the  other  towns  and 
cities  on  the  Ohio  River,  is  now  far  in  excess  of  our  entire  foreign  com- 
merce. A  vast  area  of  the  richest  agricultural  and  mineral  country 
in  the  world  is  directly  tributary  to  it,  and  only  awaits  reasonable 
facihties  for  transportation,  to  develop  a  commerce  the  magnitude  of 
wliich  it  is  difficult  now  to  conceive. 

BENEFITS    ANTICIPATED    FROM    THE    SOUTHERN    ROUTE. 

Assuming  the  same  rate  of  charges  as  in  the  estimate  just  made 
for  the  central  route,  viz,  4  mills  per  ton  per  mile  on  open  river,  6 
mills  per  ton  per  mile  on  slack-water  navigation,  and  8  mills  per  ton 

er  mile  by  canal,  the  following  will  represent  the  cost  of  transport 

y  this  route  from  Cairo  to  the  ocean: 

Open  river,  980  miles,  4  mills  per  ton $3.  92 

Slack-water,  70  miles,  6  mills  per  ton 42 

Canal,  325  miles,  8  mills  per  ton 2.  60 

Total  i^er  ton  for  entire  distance a  6.  94 

Equal  to  20.8  cents  ]>er  bushel  of  60  pounds. 

It  is  believed  that  a  freight  railway  from  the  vicinity  of  Gunters- 
ville,  Ala.,  or  Chattanooga,  Tenn.,  would  enable  this  route  to  accom- 
plish very  nearly  the  same  results.  This  route  will  never  be  ob- 
structed by  ice,  and  hence  will  afford  unfailing  competition  throughout 
the  year.  Its  greatest  advantages,  however,  will  be  found,  not  so 
much  in  furnishing  a  highway  of  commerce  to  the  sea-board,  as  in 
opening  up  a  valuable  connection  between  the  grain-growing  States 
of  the  West  and  the  cotton-plantations  of  the  South,  whereby  each 
section  will  have  the  full  benefit  of  those  crops  for  which  its  soil  and 
climate  are  best  adapted.  It  will  connect  with  various  southern 
rivers,  penetrating  a  very  large  portion  of  the  cotton  districts  of  tlie 
South.  It  is  believed  that  eventually  inland  navigation  will  be 
obtained  at  small  expense  along  the  coast  of  South  Carolina,  Georgia, 
and  Florida,  connecting  with  the  rivers  in  those  States  which  flow 
into  the  ocean.  By  this  route  the  center  of  the  cotton-producing 
region  can  be  reached  from  the  center  of  the  corn  area  at  a  cost  not 
exceeding  15  to  18  cents  per  bushel;  and  hence,  in  addition  to  the 
creation  of  a  new  competing  avenue  to  the  sea,  the  home  market  for 
food  that  will  be  developed,  and  the  increased  production  of  cotton 
that  will  be  induced,  will  much  more  than  compensate  for  the  entire 
cost. 

BENEFITS    ANTICIPATED    FROM    THE    MISSISSIPPI    ROUTE. 

The  evidence  submitted  wdth  this  report  justifies  the  conclusion, 
that  upon  the  completion  of  the  entire  improvement  of  the  Missis- 
sippi River,  wheat  and  corn  can  be  transported  from  Minnesota, 
Iowa,  Wisconsin,  Illinois,  Indiana,  Missouri,  and  other  States  above 
Cairo,  to  New  Orleans  for  an  average  of  12  cents  per  bushel,  and  that 

a  The  same  remark  should  be  made  with  reference  to  this  route  just  made  with 
regard  to  the  "central,"  viz,  that  the  estimates  of  the  Committee  are  much  higher 
than  those  of  its  special  advocates. 


592  REPOET    OF   THE   INLAND    WATERWAYS   COMMISSION 

the  cost  from  Saint  Paul  will  not  exceed  17  cents.  The  average  rate 
from  New  Orleans  to  Liverpool  in  1872  was  about  27  cents,  (currency,) 
which  can  be  reduced,  as  nereinbefore  shown,  to  18  or  20  cents  by 
the  improvement  at  the  mouth  of  the  river.  Estimating  the  cost 
from  Saint  Paul  to  New  Orleans  at  17  cents,  the  two  transfers  at 
Saint  Louis  and  New  Orleans  at  1  cent  each,  and  the  charge  from 
New  Orleans  to  Liverpool  at  20  cents,  the  total  from  Saint  Paul  to 
Liverpool  will  be  39  cents  per  bushel.  The  charge  in  1872  from 
Saint  Paul  to  Liverpool,  including  transfers  and  terminals  at  Chicago, 
Buffalo,  and  New  York,  by  the  cheapest  route,  averaged  67.5  cents 
per  bushel.  The  saving  to  be  effected  by  the  improvements  of  this 
route  may  therefore  be  estimated  at  28  cents  per  bushel  from  Saint 
Paul  to  Liverpool,  with  a  proportionate  reduction  from  all  other 
points  on  the  river. 

In  view  of  the  benefits  and  advantages  to  be  derived  from  each  of 
the  four  proposed  routes,  and  from  their  combined  influence  when  in 
constant  competition  with  each  other,  and  with  the  railroad-system 
of  the  country,  it  is,  in  the  judgment  of  your  Committee,  entirely  safe 
to  say  that  the  completion  of  the  system  of  improvements  suggested 
will  effect  a  permanent  reduction  of  50  per  cent,  in  the  cost  of  trans- 
porting fourth-class  freights  from  the  valley  of  the  Mississippi  to  the 
seaboard,  and  that  the  cost  of  carrying  a  bushel  of  wheat  or  corn  to 
the  markets  of  the  East,  and  of  the  world,  wdll  be  reduced  at  least  20 
to  25  cents  per  bushel  below  the  present  railway-charges,  and  that  a 
similar  reduction  will  be  effected  on  return-freights. 

The  actual  movement  of  grain  to  the  eastern  and  southern  markets 
in  1872,  as  shown  by  the  carefvilly  prepared  statistics  submitted  with 
this  report,  amounted  to  about  213,000,000  bushels.  An  average 
saving  of  20  cents  per  bushel  on  the  surplus  moved  that  year  would 
have  amounted  to  over  $42,000,000,  or  more  than  two-thirds  of  the 
entire  expenditure  necessary  to  complete  the  proposed  routes,  in 
addition  to  the  loan  of  Government  credit  as  before  stated.  But  for 
the  fact  that  large  quantities  of  corn  were  unable  to  find  a  market, 
on  account  of  the  high  transportation-charges,  the  amount  moved 
would  have  been  very  much  greater.  Hence,  in  addition  to  the 
saving  in  transportation  above  named,  a  benefit  perhaps  equally 
great  would  have  been  conferred  upon  the  producer  in  affording  him 
a  market  for  his  surplus  products. 

To  this  must  be  added  the  enhanced  value  which  such  reduction 
would  give  to  the  improved  lands  of  the  West,  amounting,  in  the 
eight  Northwestern  States  of  Indiana,  Illinois,  Iowa,  Minnesota, 
Wisconsin,  Missouri,  Kansas,  and  Nebraska,  in  1870,  to  55,841,000 
acres.  Estimating  the  productive  capacity  of  these  lands  at  an 
average  of  only  twenty  bushels  per  acre,  (the  average  of  corn,  oats, 
&c.,  being,  in  fact,  very  much  greater,)  an  addition  of  only  ten  cents 
per  bushel  (one-half  the  estimated  saving)  to  the  value  of  the  cereals 
those  States  are  capable  of  producing,  would  give  a  net  profit  of  $2 
per  acre,  which  is  the  equivalent  of  ten  per  cent,  interest  on  a  capital 
of  $20,  and  hence  equal  to  an  increase  m  the  value  of  lands  to  that 
extent.  Twenty  dollars  per  acre,  added  to  the  value  of  improved 
lands  in  those  States,  would  exceed  an  ag^egate  of  $1,100,000,000. 
This  calculation  assumes  that  one-half  of  the  reduction  will  inure  to 
the  benefit  of  the  consumer  and  the  other  half  to  the  producer. 


REPORT  OF   WINDOM   SELECT   COMMITTEE  593 

Add  to  all  this  the  increased  value  of  farms  in  other  States,  the 
increased  value  of  unimproved  lands,  the  enhanced  value  of  cotton- 
plantations,  the  benefits  to  accrue  from  reduced  cost  of  movement 
of  the  products  of  the  mine,  the  foundry,  the  factory,  the  workshop, 
and  of  the  thousands  of  other  commodities  demanding  cheaper  trans- 
portation, and  some  conception  may  be  formed  of  the  vast  additions 
to  be  made  to  our  national  wealth  and  prosperity  by  the  system  of 
improvements  under  consideration.  In  comparison  with  the  great 
benefits  reasonably  to  be  anticipated,  their  cost  is  utterly  insignificant. 

The  probable  effect  of  such  reduction  in  the  cost  of  internal  trans- 
portation upon  our  exports  and  foreign  balances  of  trade  is  also 
worthy  of  the  most  careful  consideration.  America  and  Russia  are 
the  great  food-producing  nations  of  the  world.  Great  Britain  is  the 
principal  market.  For  many  years  America  and  Russia  have  been 
active  competitors  for  the  supply  of  that  market.  Until  recently, 
the  farmers  of  the  West  have  had  the  advantage  of  the  wheat- 
producers  on  the  Don  and  the  Volga;  but,  a  few  years  ago,  Russia 
maugurated  a  system  of  internal  improvements  by  which  the  cost 
of  transporting  her  products  from  the  interior  to  the  seaboard  is 
greatly  reduced.  The  result  is  shown  by  the  importations  of  wheat 
into  the  United  Kingdom  during  two  periods  of  five  years  each. 

Imports  of  reheat  from  Russia  and  America  into  the  United  Kingdom  from  1860  to  1864, 
compared  with  the  iTuports  from  1868  to  1872. 


1800  to  1864,  inclusive. 

1868  to  1872,  inclusive. 

From— 

Wheat. 

From— 

Wheal. 

Russia     

Bushels. 
47, 370, 809 

Russia 

Bushels. 
117,967,022 

127,047,126 

United  States 

116,462,380 

An  increase  during  the  latter  period  as  compared  with  the  former 
of  70,590,213  bushels  from  Russia,  and  a  decrease  of  10,584,746  from 
t^he  United  States. 

The  cheaper  mode  of  handling  grain  by  elevators  has  not  yet  been 
adopted  by  Russia,  but  doubtless  will  be  very  soon.  When  this 
shall  be  done,  and  her  wise  system  of  internal  improvements,  which 
have  already  turned  the  wavering  balances  in  her  favor,  shall  be 
completed,  she  will  be  able  to  drive  us  from  the  markets  of  the  world, 
unless  wiser  counsels  shall  guide  our  statesmanship  than  have  hitherto 
prevailed.  In  fact,  as  the  increased  size  of  ocean-vessels  is  constantly 
decreasing  the  cost  of  ocean-transport,  and  our  wheat-fields  are 
yearly  receding  farther  westward  from  the  lakes,  it  is  not  impossible 
that  when  she  shall  have  driven  us  from  the  markets  of  Europe,  she 
will  become  our  active  competitor  in  Boston  and  Portland,  if  cneaper 
means  of  internal  transport  be  not  provided. 

A  condition  of  things  equally  unsatisfactory  exists  with  regard  to 
our  chief  article  of  export,  cotton.  High  transportation-charges 
from  the  grain-fields  of  the  Northwest  to  the  cotton-fields  of  the 
South  have  compelled  the  planter  to  devote  his  cotton-lands  to  the 
production  of  wheat  and  corn,  for  which  they  are  by  nature  unsuited, 
thereby  reducing  the  product  of  cotton  and  diminishing  the  market 


594 


EEPOET   OP   THE   INLAND    WATERWAYS   COMMISSION 


for  grain.     The  effect  upon  our  cotton  exportations  is  shown  by  the 
following  statement: 

Receipts  of  cotton  in  Great  Britain  in  1860  compared  with  1872. 


I860. 

1872. 

From— 

Cotton. 

From— 

Cotton. 

United  States 

Pounds. 
1,115,890,608 
275, 048, 144 

United  States 

All  other  countries. 

Pounds. 

625,600,080 

783,237,392 

All  other  countries 

Our  cotton  exports  have  fallen  off  nearly  50  per  cent.,  while  other 
countries  have  gained  nearly  300  per  cent.  This  is  doubtless  largely 
due  to  the  war,  which  stimulated  the  production  of  cotton  in  India; 
but  it  is  also  attributable  to  a  great  extent  to  the  causes  above 
mentioned,  and  to  the  system  of  internal  improvements  inaugurated 
by  Great  Britain  in  India,  for  the  express  purpose  of  rendering 
herself  independent  of  us  for  the  supply  of  cotton.  Every  cent 
unnecessarily  added  to  the  cost  of  transportation  is  to  that  extent  a 
protection  to  the  cotton-planters,  of  India  and  the  food-producers  of 
Russia,  against  the  farmers  of  the  West  and  the  cotton-planters  of 
the  South. 

The  cry  of  despair  which  comes  from  the  over-burdened  West,  the 
demand  for  cheaper  food  heard  from  the  laboring  classes  at  the  East 
and  from  the  plantations  of  the  South,  and  the  rapid  falling  off  of  our 
prmcipal  articles  of  export,  all  indicate  the  imperative  necessity  for 
cheaper  means  of  internal  communication.  If  we  would  assure  our 
imperiled  position  in  the  markets  of  the  world,  re-instate  our  credit 
abroad,  restore  confidence  and  prosperity  at  home,  and  provide  for  a 
return  to  specie  payment,  let  us  develop  our  unequaled  resources 
and  stimulate  our  industries  by  a  judicious  system  of  internal  im- 
provements. 

A  reference  to  the  expenditures  of  our  Government  since  the  adop- 
tion of  the  Constitution  will  show  that  in  some  matters  we  have  been 
sufficiently  liberal,  but  in  appropriations  for  the  benefit  of  commerce 
and  for  the  development  of  our  vast  resources,  most  parsimonious. 
For  public  buildings,  including  those  in  the  District  of  Columbia,  and 
custorii-houses,  post-offices,  and  court-houses  in  other  parts  of  the 
country,  we  have  expended  over  $62,000,000;  while  for  the  improve- 
ment of  the  20,000  miles  of  western  rivers,  through  wl^ich  should  flow 
the  life-currents  of  the  nation,  we  have  appropriated  only  $11,438,300. 
For  the  improvement  of  these  great  avenues  of  trade,  which  were 
designed  by  nature  to  afford  the  cheapest  and  most  ample  commercial 
facilities  for  the  teeming  millions  who  inhabit  the  richest  country  on 
the  earth,  we  have  expended  an  average  of  $133,100  per  annum; 
while  for  public  buildings  we  have  appropriated  an  average  of  over 
$7.50,000  a  year.  Is  it  not  high  time  that  all  expenditures  not  abso- 
lutely necessary  be  suspended,  and  that  the  imperative  necessities 
of  the  country  receive  attention? 


EEPORT   OF   WINDOM   SELECT   COMMITTEE  595 

England,  in  order  to  encourage  and  stimulate  the  culture  of  cotton 
in  India  for  the  supply  of  her  factories  at  home,  guaranteed  interest 
on  an  expenditure  for  internal  improvements  in  that  distant  country 
amounting  to  over  $400,000,000.  The  most  advanced  nations  of 
ancient  and  modern  times  have  regarded  their  liighways  of  commerce 
of  the  first  importance,  and,  in  exact  proportion  to  the  excellence  of 
those  liighways,  have  been  the  development  of  national  resources  and 
power,  and  the  augmentation  of  national  wealth. 

It  may  be  said  that  in  the  present  financial  conchtion  of  the  coun- 
try, and  with  our  heavy  burden  of  indebtedness,  we  can  not  afford 
to  enter  upon  the  system  of  improvements  indicated.  It  is  true  our 
debt  is  large,  and  our  industrial  enterprises  are  temporarily  deranged, 
but  our  resources  are  immeasurable,  and  need  only  a  liberal  and  wise 
statesmanship  to  insure  their  full  development. 

As  we  have  already  stated,  the  public  debt  of  a  nation  is  great  or 
small  according  to  the  proportion  it  bears  to  the  public  wealth  and  to 
the  commercial  prosperity  of  the  peojde  who  have  it  to  pay.  A  debt 
that  would  have  crushed  the  United  States  in  1800  would  scarcely  be 
felt  to-day.  In  the  exact  proportion  that  our  wealth  increases,  the 
burden  of  our  debt  diminishes.  For  instance,  in  1840  the  entire 
national  wealth  was  estimated  at  $3,764,000,000.  At  the  close  of  the 
rebellion  our  national  indebtedness  had  reached  $3,300,000,000. 
Hence  to  have  paid  the  debt  of  1865  in  the  year  1840  w^ould  have 
required  90  per  cent,  of  all  the  property  in  the  country.  On -the  1st 
of  March,  1874,  our  debt  was"  $2,154,880,066.  Our  national  wealth 
is  estimated  at  over  $30,000,000,000.  While,  therefore,  the  debt  of 
1865  would  have  consumed  almost  the  entire  property,  public  and 
private,  o^^^led  in  the  United  States  in  1840,  the  payment  of  our  pres- 
ent debt  would  require  only  about  7  per  cent,  of  our  present  wealth. 
It  is  therefore  apparent  that  the  burden  of  the  debt  of  1874  is  less  than 
one- twelfth  as  great  on  our  present  property  as  the  debt  of  1865 
would  have  been  in  1840.  If  by  the  development  of  our  resources  we 
can  maintain  the  same  ratio  of  increase  during  the  next  twenty-five 
years  that  we  have  since  1850,  the  debt  of  the  nation  (if  no  further 
payments  be  made)  will  amount  to  only  about  1  per  cent,  on  the 
national  wealth  in  1900.  In  other  words,  with  the  full  development 
of  our  resources,  which  it  is  in  the  power  of  wise  statesmanship  to 
induce,  the  entire  debt  can  be  paid  in  the  year  1900  by  the  assessment 
of  a  tax  but  little  greater  than  is  now  required  to  meet  the  current 
expenditures  of  the  Government.  If  it  be  true,  then,  that  the  burden 
of  a  nation's  debt  diminishes  in  exactly  the  same  ratio  as  its  wealth 
increases,  is  it  not  the  dictate  of  wisdom  and  sound  policy  to  pay  only 
so  much  of  our  debt  as  may  be  necessary  to  keep  our  faith  and  main- 
tain our  credit,  and  to  devote  whatever  surplus  revenues  may  remain 
to  such  improvements  as  are  required  for  the  full  development  of  our 
unequaled  resources? 

[William  Windom,  Chairman. 

John  Sherman. 

J.  Rodman  West. 

Simon  B.  Conover. 

John  H.  Mitchell.1 


596  REPORT   OF   THE   INLAND    WATERWAYS   COMMISSION 

I  concur  in  the  main  in  the  foregoing  report,  prepared  by  the  chair- 
man; it  contains,  however,  certain  statements  and  assertions  of  law 
and  of  fact,  and  recommendations  relative  to  the  power  of  Congress 
and  its  exercise,  from  which  I  dissent. 

ROSCOE   CONKLING. 

The  undersigned,  members  of  the  committee,  do  not  agree  that 
Congress  can  exercise  the  power  "to  regulate  commerce  among  the 
several  States",  to  the  extent  asserted  in  this  report. 

T.  M.  Norwood. 

H.  G.  Davis. 

John  W.  Johnston. 


19.  STATUTES  RELATING  TO  WATER  POWER 


By  Alexander  Mackenzie 
Brigadier-General,  U.  S.  Army,  Chief  of  Engineers 


Data  obtained  by  searches  suggested  by  general  references  cited  in  indexes  to  various  statutes 


Abstract  of  legislation  enacted  by  Congress  in  relation  to  the  construction  of  power  dams,  etc., 
in  the  navigable  waters  of  the  United  States  between  1789  and  December  6,  lOOS.O' 


Location  of  dam,  etc. 


Name  of  grantee,  etc. 


Date  of  Con- 
gressional act. 


Reference  to  volume  and 
page  of  United  States 
Statutes  at  Large. 


1.  General  act  for  construe-  I 

tion  of  dams    across 
navigable  waters.  [ 

2.  Bear  River,  Miss ,  North    Mississippi    Trac 

tion  Co 

3.  Bear  River.  Miss 


4.  BlaekWarriorRiver,Ala. 

(Mulberry  Fork). 

5.  CahabaRiver.Ala.    (Cen- 

terville). 

(i.  Choctawhatchee  River 
(Newton,  Ala.). 

7.  Choctawhatchee  River, 
Ala.  (below  Newton- 
Ozark  road). 

S.  Coosa    River,    Alabama 
(Lock  No.  2). 

9.  Coosa  River,  Ala.  (Dam 
No.  4).  Completion  of 
Government  dam  and 
use  of  water  power  by 
private  parties, 
in.  Coosa  River,  Ala.  (Dam 
No.  12). 

11.  Crow  Wing  River,  Minn  . . 

12.  Cumberland    River   and 

its  South  Fork  above 
Bumside,  Ky. 

13.  Cumberland  River  (Dam 

No.  1,  above  Nash- 
ville, Tenn.)-  Leasing 
of  water  power  created 
by  the  Government 
dam. 

14.  Flint  River,  Ga.  (Porter 

shoals) . 

15.  Forest    reserves  (in  and 

across.)  Under  Depart- 
ment of  Agriculture. 

16.  Goose  Creek,  S.  C 


17.  Kansas     (Kaw)     River, 

Kans. 

18.  Kansas     (Kaw)     River, 

Kans. 

19.  Klamathlndian Reserva- 

tion, Oreg.  Indian  ap- 
propriation act,  under 
Department  of  the  In- 
terior. 

20.  Little     River,     Ala. 

(Blanche).  Powerplant 

21.  Mississippi    River    (Be- 

midji,  Minn.). 


Andrews  &  Jourdan 

T.  H.  Friel 

Cahaba  Power  Co 

Choctawhatchee  Power  Co. 
Andrew  J.  Smith  et  al 


Riparian  owners 

Riparian  owners,  etc . 


Alabama  Power  Co . 
J  udd  Wright 


Cumberland     River 
provement  Co. 


Im- 


Albany  Power  and  Manu- 
facturing Co. 
Private  parties,  etc 


Charleston  Light  and 
Water  Co. 

Chicago-Topeka  Light, 
Heat  and  Power  Co. 

Topeka  Water  and  Elec- 
tric Power  Co. 

Private  parties 


June  21, 1906 

Apr.  23,1906 
Feb.  25,1907 
Mar.  16,1908 
Mar.  6, 1908 
Apr.  5, 1906 
Mar.  10,1908 


Vol.  34,  p.  386. 
262.) 


May 
June 


9, 1906 
4,1906 


Henry  T.  Henderson  et  al. . 


Vol.  34,  p.  818.     (Public,  No. 

408.) 
Vol.  33,  p.  1043.     (Public,  No. 

207.) 
Vol.  35,  p.  3.   (Public,  No.  8.) 

1  This  hst  does  not  include  cases  in  which  dams  appear  to  have  been  intended  for  purposes  otherwise 
than  for  the  generation  of  mechanical  power. 

597 


>Kirby  Thomas  et  al. 


Mar.  4,1907 

June  16,1906 

Mar.  3,1905 

June  13,1902 

June  28,1902 

Feb.  5,1907 

Feb.  1,1905 


(Public,  No. 
(Public,  No. 


Vol.  34,  p.  130. 

119.) 
Vol.  34,  p.  929.     (Public,  No. 

115.) 
Vol.  35,  p.  45.     (Public,  No. 

59.) 
Vol.  35,  p.  37.     (Public,  No. 

38  ^ 
Vol.  34,  p.  102.     (Public,  No. 

84.) 
Vol.  35,  p.  40.     (Public,  No. 

47.) 


Vol.  34,  p.  183. 

150.) 
Vol.  34,  p.  211. 

196.) 


(Public,  No. 
(Public,  No. 


Vol.    34,   p.    1288.     (Public, 

No.  247.) 
Vol.  34,  p.  296.     (Public,  No. 

OQg  \ 

Vol.  33,  pp.  1132, 1133.  (Pub- 
lic, No.  215,  pp.  18  (pars.  1 
to  6)  and  19  (par.  1).)     • 

Vol.  32,  p.  358.     (Public,  No. 

154,  p.  31,  par.  3.) 
Vol.  32,  p.  408.     (Public,  No. 

180.) 


Vol.  34,  p.  878. 

62.) 
Vol.  33,  p.  628. 

34.) 


June  14, 1906     Vol.  34,  p.  265. 
230.) 


Jan.  22,1894 
June  6, 1892 
June  21,1906 

June  30,1906 
fMar.  3, 1905 
[Feb.    1, 1908 


Vol.  28,  p.  27. 

14.) 
Vol.  27,  p.  46. 

77.) 
Vol.    34,    p 

(Public  ^ 


(Public,  No. 
(Public,  No. 

(Public,  No. 
(Public,  No. 
(Public,  No. 


)p.    325   and    368. 
No.  258.) 


598 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


Abstract  of  legislation  enacted  by  Congress  in  relation  to  the  construction  of  power  dams,  etc., 
in  the  navigable  waters  of  the  United  States  between  1789  and  December  6, 1908 — Cont'd 


Location  of  dam,  etc. 


Name  of  grantee,  etc. 


Date  of  Con- 
gressional act. 


Reference  to  volume  and 
page  of  United  States 
Statutes  at  Large. 


22.  Mississippi    River    (Be- 

midji,  Minn.). 

23.  Mississippi  River  (Brain- 

erd,  Minn.). 

24.  Mississippi  River  (Clear- 

water, Minn.). 

25.  Mississippi    River    (Des 

Moines  Rapids). 

26.  Mississippi    River    (Des 

Moines  Rapids  at  Keo- 
kuk, Iow«i). 


27.  Mississippi  River  (Grand 

Rapids,  Minn.). 

28.  Mississippi  River  (Little 

Falls,  Minn.). 

29.  Mississippi  River   (Min- 

neapolis, Minn.,  to 
Coon  Rapids).         -f 

30.  Mississippi  River   (Min- 

neapolis to  St.  Paul). 
Commission  to  report 
concerning  use  of  sur- 
plus water  flowing  over 
Government  dams. 

3L  Mississippi  River  (Mon- 
ticello,  Minn.). 


Morrison  &  Haines 

Mississippi  Water  Power 
and  Boom  Co. 

The      Mississippi      River 
Power  Co. 

Des  Moines  Rapids  Power 
Co.  ■ 


Keokuk    and     Hamilton 
Water  Power  Co. 


Grand      Rapids      Water 
Power  and  Boom  Co. 

Little  Falls  Water  Power 
Co. 

Twin  City  Rapid  Transit 
Co. 


The    Mississippi    River 
Power  Co. 


The   Pike   Rapids   Power 
Co. 


32.  Mississippi  River  (in 
Morrison  Co.). 

33.  Mississippi  River  (Ot- 
sego, Minn.,  between 
Wright  and  Sherburne 
counties) . 

34  Mississinpi  River  (Rock 
Island",  in.).o 

35.  Mississippi  River  (Rock 
Island  Rapids,  between 
Davenport  and  Le 
Claire,  Iowa). 

36.  Mississippi  River  (Sauk 
Rapids,St.Cloud,Minn.) , 

37.  Mississippi  River  (village 
of  Sauk  Rapids,  Minn.) . 

38.  Mississippi  River  (Sauk 
Rapids,  between  village 
of  Sauk  Rapids  and  St. 
Cloud,  Minn.). 

39.  Mississippi  River  (be- 
tween     Stearns      and 

Sherburne       counties, 
Minn.,  at  Augusta). 

40.  Mississippi  River  (Wa- 
tab,  Minn.). 

41.  Missouri  River  (Fort 
Benton,  Mont.,  some- 

where within  a  distance 
of  30  miles  above). 

a  Dam  authorized  in  1837  by  charter  of  State  of  IlUnois  to  private  parties;  charter  extended  by  State  in 
1839.  Developed  liy  Mohne  Water  Power- Co.  et  al.  Further  developed  liv  Ordnance  Department, 
U.  S.  Army,  under  authority  of  acts  of  Congress  of  Apr.  19,  1864  (vol.  13,  p.  .50),  and  June  27,  1866  (vol. 
14,  pp.  75  and  76).  See  also  in  this  connection  joint  resolutions  of  Congress  of  Mar.  2,  1867  (vol.  14,  p. 
573),  and  Mar.  3,  1877  (vol.  19,  p.  410),  act  of  Congress  of  Mar.  3,  1879  (vol.  20,  p.  387,  first  paragraph), 
and  joint  resolution  of  Congress  of  June  20, 1879  (voi.  21,  p.  51).  For  history  of  operations  by  Ordnance 
Department  concerning  the  development  of  this  water  power  see  "A  history  of  the  Rock  Island  Arse- 
nal," etc.,  1877,  published  by  the  Ordnance  Department,  U.  S.  Army. 


Minnesota      Power      and 
Trolley  Co. 


Davenport  Water  Power 
Co. 

St.  Cloud  Water  Power  & 
Mill  Co. 

Sauk  Rapids  Water  Power 
Co. 

Sauk  Rapids  Manufactur- 
ing Co. 


The    St.    Cloud    Electric 
Power  Co. 


Watab  Rapids  Power  Co. . 

Missouri  River  Improve- 
ment Co. 


June  4,1906 
Apr.  15,1886 
June  14,1906 
Mar.  2, 1907 
Feb.  24,1894 
Feb.  8, 1901 
Feb.  26,1904 
Feb.  9, 1905 
Feb.  27,1899 
Feb.  27,1900 
July  3, 1886 
Mar.  5, 1898 
Apr.  12,1900 
June  25. 1906 


[■June  14,1906 

I  Mar.  2, 1907 

I  June  4, 1906 

IMar.  2,1907 

'Mar.  12,1904 

Mar.  22,1906 

Apr.  5, 1904 

Feb.  5, 1907 

July  5, 1884 

'Feb.  26,1904 

Mar.  2,1907 

Feb.  20,1905 

June  28,1906 

Apr.  23,1904 

Feb.  20,1907 


Vol.  34,  p.  210. 

194.) 
Vol.  24,  p.  12. 

Vol.  34,  p.  266. 

231.) 
Vol.  34,  p.  1235. 

205.) 
Vol.  28,  p.  38. 

28  ^ 
Vol."31,  p.  764. 

43.) 
Vol.  33,  p.  56. 

32.) 
Vol.'33,  p.712. 

65.) 
Vol.  30,  p.  904. 

80.) 
Vol.  31,  p.  33. 

26.) 
Vol.  24,  p.  123. 

Vol.  30,  p.  253. 

28  ) 
Vol.'  31,  p.  75. 

67.) 
Vol.  34,  p.  456. 

282.) 


(Public,  No. 

(Public,  No. 
(Public,  No. 
(Public,  No. 
(Public,  No. 
(Public,  No. 
(Public,  No. 
(Public,  No. 
(Public,  No. 

(Public,  No. 
(Public,  No. 
(Public,  No. 


Vol.  34,  p.  264.  (Public,  No. 

229.) 
Vol.  34,  p.  1235.  (Pubhc.No. 

204.) 
Vol.  34,  p.  209.  (Public,  No. 

193.) 
Vol.  34,  p.  1219.  (Public, 

No.  179.) 
Vol.  33,  p.  66.  (Public,  No. 

47.) 
Vol.  34,  p.  84.  (Public,  No. 

63.) 


Vol.  33,  p.  158.  (Public,  No. 

82  ) 
Vol.'34,p.876.   (Public,  No. 

56.) 
Vol.  23,  p.  154. 

Vol.  33,  p.  52.   (Public,  No. 

28  ^ 
Vol.'  34,  p.  1058.  (Public, 

No.  164.) 
Vol.  33,  p.  723.  (Public,  No. 

83.) 


Vol.  34,  p.  537.  (Public,  No. 
315.) 


Vol.  33,  p.  295.  (Public,  No. 

151.) 
Vol.  34,  p.  912.  (Public,  No. 

98.) 


STATUTES   RELATING   TO    WATER   POWER 


599 


Abstract  of  legislation  enacted  by  Congress  in  relation  to  the  construction  of  power  darns,  etc., 
in  the  navigable  waters  of  the  United  States  between  1789  and  Decanber  6, 1908 — Cont'd 


Location  of  dam,  etc. 


Name  of  grantee,  etc. 


Date  of  Con- 
gressional act. 


Reference  to  volume  and 
page  of  United  States 
Statutes  at  Large. 


42.  Missouri  River  (Ox  Bow 

Bend,  Mont.). 

43.  Missouri  River   (Stubbs 

Ferry  to  headwaters). 
General  authority  for 
construction  of  dams. 

44.  Missouri     River     (near 

Stubbs  Ferry,  Mont.). 

45.  Missouri  River  (vicinity 

of  Buck  Rapids,  Mont.), 

46.  New  River,  Va.,  and  W. 

Va.  (at  Stevens  Creek, 
Va.). 

47.  Niobrara    Riter,    Nebr. 

(Fort  Niobrara  Mili- 
tary Reservation) . 

48.  Osage  River,  Mo.  (War- 

saw). 

49.  Pea  River,  Ala.  (Elba)... 

50.  Fend  Oreille  River, Wash. 

(Big.orMetaline,  Falls), 

51.  Fend  Oreille  River, Wash. 

(near  Pierwee  Creek). 


52.  Rainy  River,  Minn. 


^Ox  Bow  Power  Co. 


53.  Red  Lake  River,  Minn. . . 

54.  Rock  River,  111.  (Grand 

Detour). 

55.  Rock   River,   111.    (Lyn- 

don). 

56.  Rock   River,   111.    (Lyn- 

don). 

57.  Rock  River,  111.  (at  Van- 

druffs  and  at  Carrs 
islands). 

58.  Rock   River,    III.    (Ster- 

ling).   (Power,  etc.). 

59.  St.  Croix  River,  Wis.  and 

Minn.  (St.  Croix  Falls, 
Wis.). 

60.  St.  Joseph  River,  Mich. 

(Berrien  Springs). 
6L  St.  Joseph  River,  Mich. 
(Mottville). 

62.  Savannah  River.  Ga.  and 

S.  C.  (Andersonville 
shoals) . 

63.  Savannah  River,  Ga.  and 

S.  C.  (Calhoun  Falls). 

64.  Savannah  River,  Ga.  and 

S.  C.  (Cherokee  shoals) . 

65.  Savannah     River,     Ga., 

above  Augusta  (at 
Dortons  Creek,  Prices 
Island,  and  Crouchs 
Bluff). 

66.  Savannah    River,     Ga., 

(Gregg  shoals). 

67.  Savannah     (Tugaloo) 

River,  Ga.  and  S.  C. 
(Hattons  Ford). 

68.  Savannah  River,  Ga.  and 

S.  C.  (McDanicl  shoals) , 

69.  Savannah  River,  Ga.  and 

S.  C.  (Middleton  shoals) , 


Missouri  River  Power  Co . , 

Capital  City  Improvement 

Co. 
Fries  &  Riiffin 

C.  H.Cornell , 

City  of  Warsaw , 

Pea  River  Power  Co 

Pend    d'Oreille    Develop- 
ment Co. 
do 


Koochiching  Co.  and 
Rainy  River  Improve- 
ment Co. 


W.  J.  Murphy 

S.  B.Newberry  et  al 

Edward  A.  Smith  et  al — 

do 

S.  S.  Davis , 


Sterling  Hydraulic  Co 

St.  Croix  Falls  Wisconsin 
Improvement  Co.,  and 
St.  Croix  Falls  Minne- 
sota Improvement  Co. 

Berrien  Springs  Power  & 
Electric  Co. 

H.  L.  Hartenstein 


J.  R.  Earle  Development 
Co. 


Hugh  MacRae  Co. 
do 


Twin  City  Power  Co. 


Savannah     River    Power 

Co. 
Hugh  MacRae  Co 


Anderson   Guaranty  and 

Trust  Co. 
do. 


Apr.  28,1904 
Mar.  4,1907 
June    3,1896 

June  8, 1894 
Apr.  12,1906 
June    4, 1900 

June  18,1906 

Jan.  14,1901 
Feb.  23,1906 
June  1,1906 
Feb.  25,1907 
May  4,1898 
May  4,1900 
June  28,1902 
Feb.  25,1905 
May  23,1908 
Mar.  16,1906 
Feb.  16,1906 
Mar.  3,1905 
Feb.  25,1907 
May     1,1906 

Mar.  2,1907 
Feb.     7,1903 

Apr.  5,1906 
Mar.  2,1907 
do 

do 

do 

(Feb.  8,1901 
Feb.  27,1907 

[Feb.  29,1908 
Feb.  5,1907 
Mar.    2, 1907 

do 

do....... 


Vol.  33,  p.  570.     (PubUc,  No. 

253.) 
Vol.  34,  p.  1415.  (Public,  No. 

271.) 
Vol.  29,  p.  231.     (Public,  No. 

175,  p.  34,  par.  1.) 


Vol.  28,  p.  91.     (Public,  No 

85.) 
Vol.  34,  p.  111.    (Public,  No. 

93  ) 
Vol.  31,  p.  264.     (Public,  No. 

142.) 

Vol.  34,  p  297.  (Public,  No. 
239.) 

Vol.  31,  p.  729.    (Public  No. 

7.) 
Vol.  34,  p.  18.    (PubUc,  No. 

20.) 
Vol.  34,  p.  205.    (Public,  No. 

187.) 
Vol.  34,  p.  931.     ( Public,  No. 

119.) 
Vol.  30,  p.  398.    (Public,  No. 

80.) 
Vol.  31,  p.  167.     (Public,  No. 

89.) 
Vol.  32,  p.  485.    (Public,  No. 

186.) 
Vol.  33,  p.  814.     (Public,  No. 

103.) 
Vol.  35, p.  273.    (Public,  No. 

138.) 
Vol.  34,  p.  65.     (Public,  No. 

49.) 
Vol.  34,  p.  14.     (Public,  No. 

16.) 
Vol.    33,    p.    1004.     (Public, 

No.  171.) 
Vol.  34,  p.  933.   (Public,  No. 

124.) 
Vol.  34,  p.  155.     (Public,  No. 

137.) 

Vol.  34,  p.  1103.  (Public, 
No.  168,  p.  33,  par.  5.) 

Vol.  32,  p.  802.  (Public,  No. 
64.) 


Vol.  34,  p. 

85.) 
Vol.    34, 

No.  238. 
Vol.    34, 

No.  214. 


102.    (Public,  No. 

p.    1254.     (Public, 

I 

p.    1240.     (Public, 


763 


1240.  (Public, 
1255.  (Public, 
,     (Public,  No. 


Vol.    34, 

No.  212.' 
Vol.    34, 

No.  239.' 
Vol.  31,  p. 

41.) 
Vol.    34,    p.    1000.     (Public, 

No.  134.' 
Vol.35,  p. 

36.) 
Vol.  34,  p. 

55.) 
Vol.'   34,    p.    1240.     (Public, 

No.  213.) 


.) 

.36.     (Public,  No. 

.  876.     (Public,  No. 


Vol.    34,    p.    1238.     (Public, 

No.  208.) 
Vol.    34,    p.    1239.     (Public, 

No.  210.) 


600 


REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


Abstract  of  legislation  enacted  by  Congress  in  relation  to  the  construction  of  power  dams,  etc., 
in  the  navigable  waters  of  the  United  States  between  1789  and  December  6,  1908 — Cont'd 


Location  of  dam,  etc. 


70.  Savannah  River,  Ga.  and 

S.  C.  (Trotters  shoals). 

71.  Savannah  River,  Ga.  and 

S.  C.  (Turner  shoals). 

72.  Spokane    River,    Wash. 

Under  Department  of 
the  Interior. 

73.  Tennessee    River,     Ala. 

(Elk  River  shoals  to 
Florence). 

74.  Tennessee     River,     Ala. 

(Hales  bar,  near  Scott 
Point).  The  provi- 
sions of  the  last  two 
acts  cited  are  merely 
appropriations  forcer- 
tain  work  assumed  hy 
the  General  Govern- 
ment. 

7.5.  Tennessee    River,     Ala. 
(Muscle  shoals). 


76.  Tennessee     River,     Ala. 
(Muscle  shoals). 


Tugaloo  River  (Hattons 
Ford).  See  Savannah 
River  (67) ,  supra. 

77.  Wabash  River  or  tribu- 

taries 111.  (above  Grand 
Rapids  dam).  To 
draw  water  by  canal, 
flume,  or  race. 

78.  White  River,  Ark.  (Lock 

and  Dam  No.  1).  For 
canals,  power  stations, 

79.  White        River,        Ark. 

(above  Lock  No.  3). 


Name  of  grantee,  etc. 


Date  of  Con- 
gressional act. 


Hugh  MacRae  Co 

Anderson   Guaranty  and 

Trust  Co. 
Private  parties 


Report  by  a  Board  of  En- 
gineers called  for. 


City  of  Chattanooga  etc., 
and  Chattanooga  and 
Tennessee  River  Power 
Co. 


General  authority  for  con- 
struction of  dams. 


Muscle  Shoals  Power  Co... 


Mount   Carmel    Develop- 
ment Co. 


Batesville  Power  Co. 


Reference  to  volume  and 
page  of  United  States 
Statutes  at  Large. 


Mar.    2,1907  Vol.   34,   p.    1241.     (Public, 

1  No.  215.) 
do Vol.    34,    p.    1239.     (Public, 

i  No.  209.) 

Mar.    3,1905  Vol.   33,    p.    1006.     (Public, 

I  No.  173.) 


Mar.    2, 1907 

Apr.  26,1904 

Jan.  7, 1905 

Mar.  3, 1905 

Mar.  2, 1907 

Mar.  6, 1906 
Mar.  2, 1907 
Mar.  3, 1899 
June  6, 1900 
Mar.  1,1901 
Feb.   18,1903 


[Feb.  14,1889 
iFeb.  12,1901 
June  28,1906 


Vol.   34,    p.    1094.     (Public, 
No.  168,  p.  23,  par.  5.) 

Vol.  33,  p.  309.     ( Public,  No. 

169.) 
Vol.  33,  p.  603.     (Public,  No. 

6.) 
Vol.    33, 

No.  215, 
Vol.   34, 

No.  1(38 


p.  1133.  (Public, 
p.  19,  par.  5.) 

p.  1093.  (Public, 
p.  23,  par.  4.) 

.  .52.     (Public,  No. 


Vol.  34,  p 

35.) 
Vol.    34, 

No.  168, 
Vol.    30, 

No.  201 
Vol.  31,  p.  274.     (Public,  No 

151.) 
Vol.  31,  p 

108.) 
Vol.  32,  p, 

96.) 


p.    1094.     (Public, 
p.  23,  par.  5.) 
p.    1351.     (Public, 

.) 


846.     (Public,  No. 
.  839.     (Public,  No. 


Vol.  25,  p.  670. 

Vol.  31,  p.  785. 

Vol.  34,  p.  536.     (Public,  No. 
313.) 


J.  A.  Omberg,  jr June  29,1906     Vol.  34,  p.  628.     (Public,  No. 

368.) 


(1) 


June  21, 1906. 
Vol.  34,  p.  386. 

[H.  R.  8428.] 
[Public,       No. 
262.] 


Darns. 

Regu  1  a  t  i  o  n  s 
for  constructing, 
over  navigable 
waters. 


Approval  of 
Secretarj'  of  War 
and  Chief  of  En- 
gineers. 

Changes. 


Chap.  3508. — An  Act  To  regulate  the  construction  of  dams  across 
navigable  waters. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  Stoies  of  America  in  Congress  assembled,  That 
when,  hereafter,  authority  is  granted  by  Congress  to 
any  persons  to  construct  and  maintain  a  dam  for  \vater 
powder  or  other  purposes  across  any  of  the  navigable  waters 
of  the  United  States,  such  dams  [sic]  shall  not  be  built 
or  commenced  until  the  plans  and  specifications  for  its 
construction,  together  with  such  drawings  of  the  pro- 
posed construction  and  such  map  of  the  proposed  location 
as  may  be  required  for  a  full  understanding  of  the  sub- 
ject, have  been  submitted  to  the  Secretary  of  War  and 
Chief  of  Engineers  for  their  approval,  or  until  they  shall 
have  approved  such  plans  and  specifications  and  the  loca- 


STATUTES   RELATING   TO   WATER   POWER  601 

tion  of  such  dam  and  accessor}^  works;  and  when  the 
plans  for  any  dam  to  be  constructed  under  the  provisions 
of  this  Act  have  been  approved  by  the  Chief  of  Engi- 
neers and  by  the  Secretary  of  War  it  shall  not  be  lawful 
to  deviate  from  such  plans  either  before  or  after  comple- 
tion of  the  structure  unless  the  modification  of  such  plans 
has  previously  been  submitted  to  and  received  the  ap- 
proval of  the  Chief  of  Engineers  and  of  the  Secretary  of 
War:  Provided,  That  in  approving  said  plans  and  loca-  condiuons. 
tion  such  conditions  and  stipulations  may  be  imposed  as 
the  Chief  of  Engineers  and  the  Secretary  of  War  may 
deem  necessary  to  protect  the  present  and  future  interests 
of  the  United  States,  which  may  include  the  condition 
that  such  persons  shall  construct,  maintain,  and  operate, 
without  expense  to  the  United  States,  in  connection  with 
said  dam  and  appurtenant  works,  a  lock  or  locks,  booms, 
sluices,  or  any  other  structures  which  the  Secretary  of 
War  and  the  Chief  of  Engineers  at  any  time  may  deem 
necessar}^  in  the  interest  of  navigation,  in  accordance  with 
such  plans  as  they  mav  approve,  and  also  that  whenever 
Congress  shall  authorize  the  construction  of  a  lock,  orpj^P^P^jO^fj^^J^^^- 
other  structures  for  navigation  purposes,  in  connection 
with  such  dam,  the  person  owning  such  dam  shall  convey 
to  the  United  States,  free  of  cost,  title  to  such  land  as  may 
be  required  for  such  constructions  and  approaches,  and  water  power. 
shall  grant  to  the  United  States  a  free  use  of  water  power 
for  building  and  operating  such  constructions. 

Sec.  2.  That  the  right  is  hereby  reserved  to  the  United   R'si^tsreserved 

•  •  1  j_       '  J.'        tor  navigation. 

States  to  construct,  mamtam,  and  operate,  m  connection 
with  any  dam  built  under  the  provisions  of  this  Act,  a 
suitable  lock  or  locks,  or  any  other  structures  for  naviga- 
tion purposes,  and  at  all  times  to  control  the  said  dam  and 
the  level  of  the  pool  caused  by  said  dam  to  such  an  extent 
as  may  be  necessary  to  provide  proper  facilities  for  navi- 
gation. 

Sec.  3.  That  the  person,  company,  or  corporation  build- ^jg^^^^gS'^'  ^*''' 
ing,  maintaining,  or  operating  any  dam  and  appurtenant 
works,  under  the  provisions  of  this  Act,  shall  be  liable  for 
any  damage  that  may  be  inflicted  thereby  upon  private  l  i  g  h  t  s ,  flsh- 
property,  either  by  overflow  or  otherwise.     The  persons  '^^^^' 
owning^  or  operating  any  such  dam  shall  maintain,  at 
their  ow^n  expense,  such  lights  and  other  signals  thereon 
and  such  fishways  as  the  Secretary  of  Commerce  and 
Labor  shall  prescribe. 

Sec.  4.  That  all  rights  acquired  under  this  Act  shall  ^Jj^'/^f^'*"'-^  »* 
cease  and  be  determined  if  the  person,  company,  or  cor- 
poration acquiring  such  rights  shall,  at  any  time,  fail  to 
comply  with  any  of  the  provisions  and  requirements  of 
the  Act,  or  with  any  of  the  stipulations  and  conditions 
that  may  be  prescribed  as  aforesaid  by  the  Chief  of  Engi- 
neers and  the  Secretary  of  War. 

Sec.  5.  That  any  persons  who  shall  fail  or  refuse  tOj^^^j^f^^^JJ^^i^ 
comply  with  the  lawful  order  of  the  Secretary  of  War  ance  with  orders, 
and  the  Chief  of  Engineers,  made  in  accordance  with  the 
31673— S.  Doc.  325,  60-1 39 


602  EEPORTOF    THE    INLAND    WATERM'^AYS    COMMISSION 

provisions  of  this  Act,  shall  l)e  deemed  guilty  of  a  viola- 
tion of  this  Act,  and  any  persons  who  shall  be  guilty  of  a 
violation  of  this  Act  shall  be  deemed  guilty  of  a  misde- 
meanor and  on  conviction  thereof  shall  be  punished  by  a 
fine  not  exceeding  five  thousand  dollars,  and  every  month 
such  persons  shall  remain  in  default  shall  be  deemed  a 
new  offense  and  subject  such  persons  to  additional  penal- 
ties therefor;  and  in  addition  to  the  penalties  above  de- 
scribed the  Secretary  of  War  and  the  Chief  of  Engineers 
may,  upon  refusal  of  the  persons  ownmg  or  controlling 
any  such  dam  and  accessory  works  to  comply  with  any 
lawful  order  issued  by  the  Secretary  of  War. or  Chief  of 
Removal,  etc.  Euguieers  in  regard  thereto,  cause  the  removal  of  such 
dam  and  accessory  works  as  an  obstruction  to  navigation 
at  the  expense  of  the  persons  owTimg  or  controlling  such 
dam,  and  suit  for  such  expense  may  be  brought  in  the 
name  of  the  United  States  against  such  persons,  and  re- 
'  covery  had  for  such  expense  in  any  court  of  competent 

jurisdiction;  and  the  removal  of  any  structures  erected  or 
maintained  in  violation  of  the  provisions  of  this  Act  or 
the  order  or  direction  of  the  Secretary  of  War  or  Chief 
of  Engineers  made  in  pursuance  thereof  may  be  enforced 
by  injunction,  mandamus,  or  other  summary  process, 
upon  application  to  the  circuit  court  in  the  district  in 
which  such  structure  may,  in  whole  or  in  part,  exist,  and 
proper  proceedings  to  this  end  may  be  instituted  under 
the  direction  of  the  Attorney-General  of  the  United 
States  at  the  request  of  the  Chief  of  Engineers  or  the  Sec- 
Litigation,  retary  of  War;  and  in  case  of  any  litigation  arising  from 
any  obstruction  or  alleged  obstruction  to  navigation  cre- 
ated by  the  construction  of  any  dam  under  this  Act,  the 
cause  or  question  arising  may  be  tried  before  the  circuit 
court  of  the  United  States  in  any  district  in  which  any 
portion  of  said  obstruction  or  dam  touches. 
st^uctfon"^  ^"""  S^^-  ^-  T'hat  whenever  Congress  shall  hereafter  by  law 
authorize  the  construction  of  any  dam  across  any  of  the 
navigable  waters  of  the  United  States,  and  no  time  for 
the  commencement  and  completion  of  such  dam  is  named 
in  said  Act,  the  authority  thereb}'-  granted  shall  cease  and 
be  null  and  void  unless  the  actual  construction  of  the  dam 
authorized  in  such  A.ct  be  commenced  within  one  year 
and  completed  witnin  three  years  from  the  date  of  the 
passage  of  such  Act. 
Right  to  alter,     g^c.  7.  That  the  right  to  alter,  amend,  or  repeal  this 

etc     rCSGr  V8Q  ~  ■%  ini 

Act  is  hereby  expresslj'"  reserved  as  to  any  and  all  dams 
which  may  be  constructed  in  accordance  with  the  pro- 
visions of  this  Act,  and  the  United  States  shall  incur  no 
liability  for  the  alteration,  amendment,  or  repeal  thereof 
to  the  owner  or  owners  or  any  other  persons  interested 
in  any  dam  which  shall  have  been  constructed  in  accord- 
ance with  its  provisions. 
"Arsons'" ^  "f  Sec.  8.  That  the  word  "persons"  as  used  in  this  Act 
shall  be  construed  to  import  both  the  singular  and  the 


STATUTES  RELATING   TO   WATER   POWER  603 

plural,  as  the  case  demands,  and  shall  include  corpora- 
tions, companies,  and  associations. 
Approved,  June  21,  1906. 

(2) 

Chap.  1660.— An  Act  To  authorize  the  North  Mississippi  Traction     '^^^■^^'  ^^ 

Company  to  construct  dams  and  power  stations  on  the  Bear  River  on     _2-! 1^^ JL 

the  northeast  c^uarter  of  section  thnty-one,  township  five,  range  eleven,     [H.  R.  15259.] 
in  Tishomingo  County,  Mississippi.  119^"^^'*^'      ^^ 

Be  .it  enacted  hy  tie  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That  ^^Bear  River, 
the  North  IVIississippi  Traction  Company,  their  successors    North  Missis- 
and  assigns,  having  authority  therefor  under  the  laws  of  (^PP'pjj^ J'"'^  may 
the  State  of  Mississippi,  may  hereafter  erect,  maintain,  dam. 
and  use  a  dam  or  dams  in  or  across  the  Bear  River,  in 
the  State  of  Mississippi,  at  such  points  on  the  northeast    Location. 
quarter  of  section  thirty-one,  to\\Tiship  five,  range  eleven, 
in  Tishomingo  County,  Mississippi,  as  they  may  elect,  for 
the  purpose  of  erecting,  operating,  and  maintaining  power 
stations  and  to  maintain  inlet  and  outlet  races  or  canals 
and  to  make  such  other  improvements  on  Bear  River  as 
may  be  necessary^  for  the  development  of  water  power  and 
the  transmission  of  the  same,  subject  always  to  the  pro- 
visions and  requirements  of  this  Act  and  to  such  conditions 
and  stipulations  as  may  be  imposed  by  the  Chief  of  En- 
gineers and  the  Secretary  of  War. 

Sec.  2.  That  detailed  plans  for  the  construction  and  wlf "to^approve 
operation  of  a  dam  or  dams  and  other  appurtenant  and  plans,  etc. 
necessary'  works  shall  be  submitted  by  said  North  Missis- 
sippi Traction  Company,  their  successors  and  assigns,  de- 
siring to  construct  the  same,  to  the  Chief  of  Engineers 
and  the  Secretary  of  War,  with  a  map  showing  the  loca- 
tion of  such  dam  or  other  structures,  with  such  topograph- 
ical and  hydrographic  data  as  may  be  necessary  for  a  sat- 
isfactory understanding  of  the  same,  which  must  be  ap- 
proved by  the  Chief  of  Engineers  and  the  Secretary  of 
War  before  work  can  be  commenced  on  said  dam  or  dams 
or  other  structures ;  and  after  such  approval  of  said  plans 
no  deviation  whatsoever  therefrom  shall  be  made  without 
first  obtaining  the  approval  of  the  Chief  of  Engineers 
and  the  Secretary  of  War:  Provided,  That  the  construe- ^'•omos. 
tions  hereby  authorized  do  not  interfere  with  the  naviga- naTigatfon.'' 
tion  of  Bear  River:  And  provided  further,  That  said  dam    Restriction. 
or  dams  and  works  shall  be  limited  only  to  the  use  of 
the  surplus  water  of  the  river,  not  required  for  the  navi- 
gation of  Bear  River,  and  that  no  structures  shall  be  built 
and  no  operations  conducted  by  those  availing  themselves 
of  the  provisions  of  this  Act  which  shall  injure  or  inter- 
fere with  the  navigation  of  Bear  River  or  impair  the  use- 
fulness of  any  improvement  made  by  the  Government  in 
the  interest  of  navigation. 

Sec,  3.  That  the  Government  of  the  United  States  re-    Locks, etc. 
serves  the  right,  at  any  time  that  the  improvement  of  the 


604 


REPOKT   OF   THE   INLAND   WATERWAYS   COMMISSION 


Proviso. 
Damages. 


navigation  of  Bear  River  demands  it,  to  construct,  main- 
tain, and  operate,  in  connection  with  any  dam  or  other 
works  built  under  the  provisions  of  this  Act,  suitable 
lock  or  locks  or  any  other  structures  for  navigation  pur- 
poses, and  at  all  times  to  control  such  dam  or  dams  or 
other  structures,  and  the  level  of  the  pool  caused  by  such 
dam  or  dams,  to  such  an  extent  as  may  be  necessary'  to 
provide  facihties  for  navigation;  and  whenever  Congress 
shall  authorize  the  construction  of  such  lock  or  other 
structures,  the  person,  compan}^,  or  corporation  o^vTung 
and  controlling  such  dam  or  dams  or  other  structures 
shall  convey  to  the  United  States,  under  such  terms  as 
Congress  shall  prescribe,  titles  to  such  land  as  may  be 
required  for  the  use  of  such  lock  and  approaches,  and  in 
addition  thereto  shall  grant  to  the  United  States,  free 
of  cost,  the  free  use  of  water  power  for  building  and  op- 
erating such  constructions:  Provided,  also,  That  the  per- 
son, company,  or  corporation  building,  maintaining,  or 
operating  any  dam  or  dams  or  other  structures  under  the 
provisions  of  this  Act  shall  be  liable  for  any  damage  that 
may  be  inflicted  thereby  upon  private  property,  either 
by  overflow  or  otherwise,  and  the  nearest  State  or  Fed- 
eral court  shall  have  jurisdiction  to  hear  suits  to  deter- 
mine the  amount  of  compensation  for  alleged  damage. 
The  person,  company,  or  corporation  o^vning  or  operating 
any  such  dam  shall  maintain,  at  their  own  expense,  such 
lights  and  other  signals  thereon  and  such  fishways  as 
the  Secretary  of  Commerce  and  Labor  shall  prescribe. 

Sec.  4,  That  all  the  rights  acquired  under  this  Act 
shall  cease  and  be  determined  if  the  person,  company,  or 
corporation  acquiring  such  right  shall  at  any  time  fail  to 
comply  with  any  of  the  provisions  or  requirements  of  this 
Act,  or  with  any  of  the  stipulations  that  may  be  prescribed 

Time  of  con- by  the  Chief  of  Engineers  and  the  Secretary  of  War,  or 
in  case  a  person,  company,  or  corporation  authorized  by 
the  laws  of  the  State  of  Mississippi  to  erect  and  maintain 
a  dam  and  improvements  as  contemplated  by  this  Act 
shall  fail  to  begin  the  erection  of  said  dam  and  improve- 
ments witliin  one  year  after  being  so  authorized  and  shall 
fail  to  complete  the  same  within  three  years  after  obtain- 
ing such  authority. 

Prior  rights  not  Sec.  5.  That  the  provisious  of  this  Act  shall  in  no  man- 
ner interfere  with  or  impair  the  rights  of  any  person, 
company,  or  corporation  heretofore  authorized  by  Con- 
gress to  erect  a  dam  or  other  structures  for  the  develop- 
ment of  water  power  on  the  Tennessee  River. 

Sec.  6.  That  the  right  to  alter,  amend,  or  repeal  this 
Act  is  expressly  reserved. 
Approved;  April  23,  1906. 


Lights,  etc. 


Fishways. 


Forfeiture. 


affected 


Amendment. 


STATUTES  RELATING  TO   WATER   POWER 


605 


(3)  . 

Chap.  1192.— An  Act  To  authorize  J.  F.  Andrews,  J.  W.  Jourdan,  their    Feb.  25, 1907 
heirs,  representatives,  associates,  and  assigns,  to  construct  dams  and       o  •  ■>  .  P-  J-y- 
power  stations  on  Bear  River,  on  the  southeast  quarter  of  section  thirty-    fH.  R.  21194.] 
one,  township  tive,  range  eleven,  in  Tishonungo  County,  Mississippi,     nl^"^^'^'  ^"' 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assetnhled,  That  ^'^'^R'^'er. 
J.  F.  Andrews,  J.  W.  Jourdan,  their  heirs,  representa-  et"  ai.  'may  con- 
tives,  associates,  and  assigns  may  hereafter  erect^  across.'^in  Tisho- 
maintain,  and  use  a  dam  or  dams  in  or  across  the  Bearmingo  county 
River,  in  the  State  of  Mississippi,  at  such  points  on  the 
southeast  quarter  of  section  thirty-one,  township  five, 
range  eleven,  in  Tishomingo  County,  Mississii)pi,  as  they 
may  elect,  for  the  ptu'pose  of  erecting,  operating,  and 
maintaining  power  stations,  and  to  maintain  inlet  and 
otitlet  races  or  canals,  and  to  make  such  other  improve- 
ments on  Bear  River  as  may  be  necessary  for  the  develop- 
ment of  water  power  and  the  transmission  of  the  same, 
in  accordance  with  the  provisions  of  the  Act  of  Congress 
entitled  "An  Act  to  regulate  the  construction  of  dams 
across  navigable  waters,"  approved  June  twenty-first, 
nineteen  htmdred  and  six:  Provided,  That  this  Act  shall 
in  no  manner  interfere  with  or  impair  the  rights  of  any 
person,  company,  or  corporation  heretofore  atithorized  by 
Congress  to  erect  a  dam  or  other  structure  for  the  devel- 
opment of  water  power  on  Bear  River. 

Sec.  2.  That  the  right  to  alter,  amend,  or  repeal  this 
Act  is  expressly  reserved. 

Approved,  February  25,  1907. 


Vol.  M,  p. 


Proviso.  ' 
Restriction. 


Amendment. 


(4) 

Chap.  91. — An  Act  To  authorize  T.  H.  Friel  or  assigns  to  con-     March    16, 

struct  a  dam  across  Mulberry  Fork  of  the  Black  Warrior  River.  1908. 

[H.  R.  Ib746.] 

Be  it  enacted  hy  the  Seriate  and  House  of  Representa-  gg^^'^"^^'^''  •^'°- 
tives  of  the  United  States  of  America  in  Congress  assem-     Vol.  35, p. 45. 
Ned,  That  T.  H.  Friel  or  assigns  be,  and  they  are  hereby,  p^^^i."  ^^' ^^i^^.^ 
authorized  to   construct,  maintain,  and   operate  a   dam  warrior  River, 
across  the  Mulberry  Fork  of  the  Black  Warrior  River,     t.  h.  Friei 
at  a  point  within  ten  miles  north  and  within  two  i^^iles  ™Yoc4*ti^n. 
south  of  its  junction  with  the  Sipsey  Fork,  in  Walker 
County,  in  the  State  of  Alabama,  in  accordance  with  the 
provisions  of  the  Act  entitled  "An  Act  to  regulate  the  ^^[."  i  •  ^  4 ,  p. 
construction  of  dams  across  navigable  waters,"  approved 
June  twentv-first,  nineteen  hundred  and  six. 

Sec.  2.  That  the  right  to  alter,  amend,  or  repeal  this    Amendment. 
Act  is  hereby  expressly  reserved. 

Approved,  March  16,  1908. 


606  REPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 

(5) 

March     6,      Chap.  57. — An  Act  To  authorize  the  Cahaba  Power  Company, 
[H^'^R   16051.]^  corporation  organized  under  the  laws  of  the  State  of  Alabama, 

— '■ — ^ ^  to  construct  a  dam  across  the  Cahaba  River,  in  said  State,  at  or 

^^ [Public,  No.ne^i.  Centerville,  Alabama. 

Vol.  35,  p.  37. 

Be  it  enacted  hy  the  Senate  and  House  of  Representa- 
tives of  the  United  States  of  America  in  Congress  assem- 
Cahaba  J)led^  That  the  Cahaba  Power  Comjjany,  a  corporation 
Cahaba  oVgaiiized  iiiider  the  hiws  of  Alabama,  its  successors  and 
^0?,,?'^^^^^' assigns,  be,  and  they  are  hereby,  authorized  to  construct, 

pany  may  aam,  .»j7  j  ^  i  i/^ii-r»- 

at  Centerville,  maintain,  and  operate  a  dam  across  the  Cahaba  Kiver 
^"  at  Centerville,  in  the  State  of  Alabama,  in  accordance 

386^*'''   ^^'  ^'^^'ith  the  provisions  of  the  Act  entitled  "An  Act  to  reg- 
ulate the  construction  of  dams  across  navigable  waters," 
approved  June  twenty-first,  nineteen  hundred  and  six. 
Amendment.       gj,^^  9.  That  the  right  to  alter,  amend,  or  repeal  this 
Act  is  hereby  expressly  reserved. 
Approved,  March  6,  1908. 


(6) 

VoLsYp^ib''.        Chap.  1367. — An  Act  Authorizing  the  Choctawhatchee  Power  Com- 
'    — ^  pany  to  erect  a  dam  in  Dale  County,  Alabama.  , 

[H.R.  14808.]^ 

84.]  '  Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

ha^che*e  Rh-er^ '  ^/  ^^^^  United  States  of  America  in  Congress  assembled,  That 

c  h  o  c  t  a  W  -  the    Choctawhatchee    Power    Company,   its    successors 

Company   may  and  assigus,   be,   and    is    hereby,   authorized    to  erect, 

tm^'tSa,^^  ^^"'"  build,  have,  and  maintain  a  steel  and  concrete  dam,  or 

dam  of  other  material,  on  the  Choctawhatchee  River  at 

a  point  above  the  Atlantic  Coast  Line  Railroad  bridge 

near  Newton,  on  said  river  and  in  Dale  County,  Alabama: 

secr'et^ary  oiP^^'^"^'^^^)  That  the  plaus  of  Said  dam  shall  be  submitted 

AVar  to  approve  to  and  be  approved  by  the  Chief  of  Engmeers  and  the 

p  ans,  e  c.  Secretary  of  War  before  construction  is  commenced;   and 

the  Secretary  of  War  may  at  any  time  require  and  enforce, 

at  the  expense  of  the  owners,  such  modifications  in  the 

construction  of  said  dam  as  he  may  deem  advisable  in  the 

interests   of   navigation:     Provided  further,    That   there 

shall  be  placed  and  maintained  in  connection  with  said 

Sluiceway.       dam  a  sluiceway  so  arranged  as  to  permit  logs,  timber, 

and  lumber  to  pass  around,  through,  or  over  said  dam 

without  unreasonable  delay  or  liindrance  and  without  toll 

pishways.       ^^j.  charges;   and  suitable  fishways,  to  be  approved  by  the 

United  States  Fish  Commission,  shall  be  constructed  and 

maintained  on  said  dam.  / 

piS.  "^  '■°'"'     Sec.  2.  That  this  Act  shall  be  null  and  void  unless  the 

dam  herein  authorized  is  commenced  within  one  year  and 

completed  within  three  years  from  the  date  hereof. 

Amendment.        Sec.  3.  That  the  right  to  amend  or  repeal  this  Act  is 

hereby  expressly  reserved. 

Approved,  April  5,  1906. 


STATUTES   RELATING   TO    WATER   POWER 


607 


(7) 

Chap.   77. — An   Act  To   authorize  A.   J.   Smith  and   his   asso-    ^^^J^''^''     i"- 
elates  to  erect  a  dam  across  the  Choctawhatchee  River  in  Dale     r*!^'  ,,  ,.ic,-.  i 

Couutv,  Alabama.  ■ 

[Public,    No. 
47.] 

Be  it  enacted  hy  the  Senate  and  House  of  Representa-    voi.  35,  p.  4u. 
tivei^  of  the  United  States  of  America  in  Congress  assem- 
bled, That  Andrew  J.   Smith   and  his  associates,  their  ^.,^^^^'7/5^/^^;'"^^- 
siiccessors  and  assigns,  be,  and  they  are  hereby,  author-  ,  Andrew    .). 
ized  to  construct,  maintain,  and  operate  a   dam  across  in'ay  dam. 
the   Choctawhatchee  River  about  one-eighth  of  a  mile    Location. 
below  or  west  of  the  bridge  across  said  river  on  the  road 
known  as  the  Xewton  and  Ozark  public  road,  in  Dale 
County,  in  the  State  of  Alabama,  in  accordance  with  the 
provisions  of  the  Act  entitled  "An  Act  to  regulate  the^^J"^-  "^'  '*• 
construction  of  dams  across  navigable  waters,"  apjjroved 
June  twenty-first,  nineteen  hundred  and  six. 

Sec.  2.  That  the  right  to  alter,  amend,  or  repeal  this    Amendment. 
Act  is  hereby  expressly  reserved. 

Approved,  March  10,  1908. 


(8) 

Chap.  2438.— An  Act  To  authorize  the  construction  of  dams  and 
power  stations  on  the  Coosa  River  at  Lock  Two,  Alabama. 


May  9, 1906. 
Vol.  34,  p.  l&j. 

[H.  R.  153:54.] 
[Pub  lie,   No. 
150.] 


Be  it  enacted  hy  the  Senate  and  House  of  Representa- 
tives of  the   United  States  of  America  in  Congress  assem- 
hled,  That  any  riparian  owner,  whether  person,  company,    coosa    River, 
or  corporation  having  authority  therefor  under  the  laws '^Right  to  dam, 
of  the  State  of  Alabaina  may  hereafter  erect,  maintain, '^^.^-['^'^^'"  Lock  2, 
and  use  a  dam  or  dams  in  or  across  the  Coosa  River,  in 
the  State  of  Alabama,  at  such  pomts  at  or  near  Lock 
Two  as  they  may  elect  and  the  Secretary  of  War  may  ap- 
prove, between  a  point  on  the  eastern  side  of  the  river    Location. 
in  the  abandoned  portion  thereof  at  a  point  below  the 
United  States  Government  dam  at  Lock  Two  and  above 
the  navigable  portion  of  the  river  between  Locks  Two 
and  Three,  for  the  purpose  of  erecting,  operating,  and 
maintaining  power  stations  and  to  maintain  inlet  and 
outlet  races  or  canals  and  to  make  such  other  improve- 
ments on  the  eastern  bank  of  the  Coosa  River  between 
the  two  points  above  mentioned  as  may  be  necessary  for  ' 

the  development  of  water  power  and  the  transmission  of 
the  same,  subject  always  to  the  provisions  and  require- 
ments of  this  Act  and  to  such  conditions  and  stipulations 
as  may  be  imposed  by  the  Chief  of  Engineers  and  the 
Secretary  of  War  for  the  protection  of  navigation  and  the 
property  and  other  interests  of  the  United  States. 

Sec.  2.  That  detailed  plans  for  the  construction  and    seerotary     of 
operation  of  a  dam  or  dams  and  other  appurtenant  andpia 
necessary  works  shall  be  submitted  by  the  person,  com 


War  to  approve 
'an.s,  etc. 


608  EEPOKT    OF    THE    INLAND    WATERWAYS    COMMISSION 

pany,  or  corporation  desiring  to  construct  the  same  to 
the  Chief  of  Engineers  and  the  Secretary  of  War,  with  a 
map  sliowing  the  location  of  such  dam  or  other  structures, 
with  such  topographical  and  hydrographic  data  as  may 
be  necessary  for  a  satisfactory  understanding  of  the  same, 
which  must  be  approved  by  the  Chief  of  Engineers  and 
the  Secretary  of  War  before  work  can  be  commenced  on 
said  dam  or  dams  or  other  structures ;  and  after  such  ap- 
proval of  said  plans,  no  deviation  whatsoever  therefrom 
shall  be  made  without  first  obtaining  the  approval  of 
Unobstructed  the  Chief  of  Engineers  and  the  Secretary  of  War:  Pro- 

""Ref trict"ed  use  '^^^'^^j  That  the  coustructious  hereby  authorized  do  not  m- 

of  water.  tcrfcrc  witli  the  navigation  of  the  Coosa  River:  And  fro- 

vided  further,  That  said  dam  or  dams  and  works  shall  be 
limited  only  to  the  use  of  the  surplus  water  of  the  river, 
not  required  for  the  navigation  of  the  Coosa  River,  and 
that  no  structures  shall  be  built  and  no  operations  con- 
ducted by  those  availing  themselves  of  the  provisions  of 
this  Act  which  shall  injure  or  interfere  with  the  navigation 
of  said  river  or  impair  the  usefulness  of  any  improvement 
made  by  the  Government  in  the  interest  of  navigation. 
Locks, etc.  ^^^  3_  r^y^^  ^Yie  Government  of  the  United  States  re- 

serves the  right,  at  any  time  that  the  improvement  of  the 
navigation  of  the  Coosa  River  demands  it,  to  construct, 
maintain,  and  operate,  in  connection  with  any  dam  or 
other  works  built  under  the  provisions  of  this  Act,  suitable 
lock  or  locks  or  any  other  structures  for  navigation  pur- 
poses, and  at  all  times  to  control  such  dam  or  dams  or 
other  structures,  and  the  level  of  the  pool  caused  by  such 
dam  or  dams,  to  such  an  extent  as  may  be  necessary  to 

^.  Conveyance  of  provide  facilities  for  navigation ;  and  whenever  Congress 
shall  authorize  the  construction  of  such  lock  or  other 
structures,  the  person,  company,  or  corporation  owning 
and  controlling  such  dam  or  dams  or  other  structures 
shall  convey  to  the  United  States,  under  such  terms  as 
Congress  shall  prescribe,  titles  to  such  land  as  may  be 
required  for  the  use  of  such  lock  and  approaches,  and  in 
addition  thereto  shall  grant  to  the  United  States,  fi-ee  of 
cost,  the  free  use  of  water  power  for  building  and  operat- 
amages.  -^^^  such  constructions:  Provided  also,  That  the  person, 
company,  or  corporation  building,  maintaining,  or  oper- 
ating any  dam  or  dams  or  other  structures  under  the  pro- 
visions of  this  Act  shall  be  liable  for  any  damage  that 
may  be  inflicted  thereby  upon  private  property,  either  by 
.    '  overflow  or  otherwise,  in  a  court  of  competent  jurisdic- 

gatwny''*°"^^'"tion:  Provided  further.  That  any  injury  or  damage  to  the 
navigable  capacity  of  the  Coosa  River,  or  to  the  works 
of  improvement  of  the  United  States  in  the  said  river 
which  may  result  from  the  construction  of  the  dam  and 
other  works  herein  authorized,  or  any  alteration,  enlarge- 
ment, or  change  in  said  works  of  improvement  which  may, 
in  the  judgment  of  the  Secretary  of  War,  be  made  neces- 
sary by  the  construction  of  said  dam  and  other  works,  shall 
be  matle  good  and  completed  at  once  by  those  availing 


STATUTES   KELATING   TO    WATER   POWER  609 

themselves  of  the  provisions  of  this  Act,  their  executors, 
successors,  and  assigns,  and  faihng  this,  such  injury  or    Failure  to  re- 
damage  may  be  remedied,  and  such  aUeration,  enlarge- ^"^"^  amages. 
ment,  or  change  may  })e  completed  ))y  the  United  States, 
and  the  cost  of  the  work  so  reciuiretl  shall  be  paid  by  the 
grantees,  their  heirs  or  assigns,  and  to  secure  the  payment    Payment  t  o  r 
for  any  work  thus  done  by  the  United  States  a  bond  with    Bond', 
good  and  sufficient  security  in  a  sum  judged  adequate 
by  the  Secretary  of  War  for  the  payment  of  the  costs 
of  said  work  shall  be  executed  and  filed  with  the  Secre- 
tary of  War  before  any  advantage  shall  be  taken  of  the 
provisions  of  tliis  Act.     The  person,  companv,  or  cor-    Lights,  etc. 
poration  owning  or  operating  any  such  dam  shall  main- 
tain, at  their  own  expense,  such  lights  and  other  signals 
thereon  and  such  fishways  as  the  Secretary  of  Commerce 
and  Labor  shall  prescribe. 

Sec.  4.  That  all  the  rights  acquhed  under  this  Act  shall ^^,^^^! ^^^^  t^s.^ t  o 
cease  and  be  determined  if  the  person,  compan}^,  or  cor- to  comply  with 
poration  acquiring  such  rights  shall  at  any  time  fail  tOetc.""^*^™'^^  ^' 
comply  ^^^th  any  of  the  provisions  or  requirements  of 
this  Act,  or  with  any  of  the  stipulations  that  may  be  pre- 
scribed by  the  Chief  of  Engineers  and  the  Secretary  of 
War,  or  in  case  a  person,  compan}^,  or  corporation  author- 
ized by  the  laws  of  the  State  of  Alabama  to  erect  and  g^^i^^^e^o  f  con- 
maintain  a  dam  and  improvements  as  contemplated  by 
this  Act  shall  fail  to  begin  the  erection  of  said  dam  and 
improvements  within  two  3^ears  after  being  so  authorized 
and  shall  fail  to  complete  the  same  within  five  years  after 
obtaining  such  authority. 

Sec.  5.  That  the  provisions  of  this  Act  shall  in  no  man-  no^'asectel.'^  *  ^ 
ner  interfere  with  or  impair  the  rights  of  any  person,  com- 
pany, or  corporation  heretofore  authorized  by  Congress 
to  erect  a  dam  or  other  structures  for  the  development  of 
water  power  on  the  Coosa  River. 

Sec.  6.  That  the  right  to  alter,  amend,  or  repeal  this    Amendment. 
Act  is  expressly  reserved. 

Approved,  May  9,  1906. 


(9) 

Chap.  2577. — An  Act  Authorizing  the  use  of  the  waters  in  Coosa    June4,i906. 
River  at  Lock  Numbered  Four,  in  Alabama.       '  Vol.  34,  p.  2n. 

[H.R.  19473.] 

Be  it  enacted  hy  the  Senate  and  House  of  Be}>resentatives  J^^^^^^'''   ^  «  • 
of  the  United  States  of  America  in  Congress  assembled,  That 
the  Secretary  of  War  is  hereby  authorized  and  empowered  S°°^^  River, 
to  enter  mto  contract  with  any  individual  or  corporation, '  completion  of 
private  or  municipal,  preference  being  given  to  riparian  pr°vate^°'pa^rtlM 
o\\Tiers  and  their  assigns,  hereinafter  designated  "the  con- authorized, 
tracting  party,"  to  complete  the  dam  and  forebay  of  the 
lock  which  has  been  partially  constructed  by  the  Govern- 
ment at  Lock  Numbered  Four  on  the  Coosa  River,  the 
work  to  be  done  under  his  supervision  and  control,  and  in 
accordance  with  the  present  adopted  project  and  any 


610 


REPORT    OF    THE   INLAND    WATERWAYS    COMMISSION 


Provisos. 
Conditions. 


Protection 
navigation. 


Time   of   com- 
pletion. 


modification  thereof  that  he  may  deem  proper:  Provided, 
That  the  contracting  party  shall  furnish  all  materials,  of 
every  character,  and  pay  for  all  labor  required  in  the  con- 
struction of  said  dam  and  forebay,  which,  upon  comple- 
tion, shall  become  the  property  of  the  United  States,  free 
of  all  costs,  claims,  or  charges  of  any  kind  whatsoever: 
^°  Provided,  further,  That  the  terms  of  this  Act  and  any 
stipulations  which  the  Secretary  of  War  may  deem  neces- 
sary to  safeguard  the  interests  of  navigation  and  other 
interests  of  the  United  States  shall  be  embodied  in  any 
contract  entered  into  as  aforesaid. 

Sec.  2.  That  the  contracting  party  shall  begin  the  said 
work  witliin  two  years  from  the  passage  of  this  Act  and 
shall  complete  the  same  witliin  four  years  from  the  date 
of  commencing  construction,  and  the  Secretary  of  War 
may,  upon  reasonable  diligence  of  the  contracting  party 
being  shown,  extend  the  time  for  completion,  the  Gov- 
ernment reserving  the  right  to  commence  and  finish  the 
work,  if  deemed  advisable,  at  any  time  before  it  is  com- 
FaUuretocom-j^enced  by  the  contracting  party;  or,  if  begun  and  not 
carried  out  in  strict  conformity  to  the ,  directions  of  the 
Secretary  of  War,  the  Government  may  assume  the  com- 
pletion of  said  work  at  its  option,  the  cost  of  such  comple- 
jtion  to  be  paid  by  the  contracting  party:  Provided,  That 
warTo ^approve  the  Secretary  of  War  shall  determine  from  time  to  time 
the  work.  whether  the  work  is  being  properly  done. 

Contractors  g^Q  3  That  in  Consideration  of  the  completion  of  said 
granted  use  o  ^^^^^  ^^^^  forcbay,  including  buttresses  and  gates,  free  of 
cost  to  the  Government,  the  contracting  party  is  hereby 
granted  such  rights  as  the  Government  possesses  to  use 
the  water  pov/er  produced  by  said  dam  for  manufacturing 
and  other  industrial  purposes  for  a  period  of  ninety-nine 
years:  Provided,  That  the  plans  for  the  necessary  works 
and  structures  to  utihze  said  water  power  shall  be.  ap- 
proved by  the  Secretary  of  War:  Provided  further.  That 
the  right  is  reserved  to  the  United  States  to  construct, 
maintain,  and  operate  a  lock  for  navigation  purposes  in 
Connection  with  said  dam  and  forebay,  and  nothing  shall 
be  done  in  the  use  of  the  water  fi-om  said  dam  or  other- 
wise to  interfere  with  or  in  any  way  impede  or  retard  the 
operation  of  said  lock  or  the  proper  and  complete  naviga- 
tion of  the  river  at  all  times,  nor  in  any  way  to  inter- 
fere with  the  use  and  control  of  the  same  by  the  United 
States  or  the  maintainance  [sic]  of  the  water  surface 
above  the  dam  at  the  established  pool  level;  and  the  Sec- 
retary of  War  is  hereby  authorized  to  prescribe  regula- 
tions to  govern  the  use  of  the  said  water  power  and  the 
.  operations  of  the  plant  and  force  employed  in  connection 
therewith;  and  no  claim  shall  be  made  against  the  United 
States  for  any  failure  of  water  power,  resulting  fi-om  any 
Free  use  ofcausc  whatsocvcr:  Provided  further.  That  the  contract- 
br^the  ''unHedi'^S  P^rty  shall  furnish  to  the  United  States,  free  of  cost, 
states.  such  elcctric  current  as  may  be  necessary  for  operating 

the  Government  lock,  in  case  the  same  shall  be  built,  and 


plete. 


Proviso. 


use 
water  power. 


Provisos. 
Plans. 


Lock. 


Regulation.s. 


STATUTES    RELATING    TO    WATER    POWER  611 

lighting  its  buildings  and  grounds:  And  provided  fur- 
ther, That  the  contracting  party  may  have  ingress  and    Right  of  in- 
egress  over  Government  hinds  in  the  construction  and'^*'''''^''"*^'"^'"*'^^- 
operation  of  plant. 

Sec.  4.  That  the  Secretary  of  War  may  require  the  con-    ^'^^'^■ 
tracting  party  to  execute  a  bond,  with  proper  securities, 
before  the  commencement  of  the  work,  in  such  amount  as 
he  may  consider  necessar}%  to  insure  the  begimiing,  prose- 
cution, and  completion  of  the  work  and  compliance  with 
the  terms  and  requirements  of  this  Act,  and  in  case  of 
failure  to  comply  with  the  requirements  of  said  bond  the 
contracting  party  shall  forfeit  to  the  United  States  the    Forfeiture. 
full  amount  thereof:    Provided,  That  a  suitable  force  of    Proiuo. 
inspectors  shall  be  employed  on  the  work  by  the  Secretary"     "''^^'' '°"' 
of  War,  at  the  expense  of  the  United  States,  to  see  that 
the  plans  and  specifications  and  the  terms  and  require- 
ments of  the  Act  and  the  conditions  of  the  contract  are 
strictly  carried  out,  and  any  expense  incurred  by  the    Expense. 
United  States  in  maintaining  said  inspectors  shall  be  paid 
from  any  fimds  available  pertaining  to  the  appropriations 
made  b}^  Congress  for  examinations,  surveys,  and  contin- 
gencies of  rivers  and  harbors. 

Sec.  5.  That  Congress  reserves  the  right  to  revoke  the  ^.^Re^o^cation^of 
rights  and  privileges  conferred  by  this  Act;    but  in  the    r  eim  burse - 
event  of  such  revocation  the  United  States  shall  pa}^  to  the  pi-OT'ements,'ete' 
contracting  party,  as  fidl  compensation,  the  reasonable 
value,  exclusive  of  any  franchise  that  may  be  required 
under  tliis  Act,  of  all  properties  erected  and  lands  pur- 
chased b}'  them,  necessarv'  for  the  enjoyment  of  the  bene- 
fits hereb}^  conferred,  such  value  to  be  determmed  by 
mutual  agreement  between  the  Secretary  of  War  and  the 
owners  of  said  properties,  and  in  case  they  can  not  agree, 
then  by  proceedings  in  condemnation,  to  be  instituted  in 
the  proper  United  States  court:   Provided,  That  to  insure    Proviso. 
compliance  with  the  terms  of  the  contract,  or  to  protect  prfvu^lM.'""  ° ' 
the  interests  of  navigation  and  other  mterests  of  the 
United  States,  the  Secretary  of  War  shall  have  power,  at 
any  time  before  or  after  the  completion  of  the  work,  to 
order  a  suspension  of  all  privileges  granted  by  tliis  Act, 
and  compliance  with  such  order  may  be  enforced  by  in- 
junction of  the  court  of  the  United  States  exercising  juris- 
diction in  the  district  in  which  the  work  is  situated,  and 
proper  proceedings  to  this  end  shall  be  instituted  by  the 
Attorney-General  upon  request  of  the  Secretary  of  War. 

Sec.  6.  That  nothing  in  this  Act  shall  be  construed  as    jurisdiction. 
in  any  way  abridging  the  exclusive  jurisdiction  and  con- 
trol by  the  United  States  over  the  Coosa  River,  and  of  sluj 
structures  therein,  nor  as  repealing  or  modif^ang  any  of    Existing    law 
the  provisions  of  law  now  existing  for  the  protection  of""*'^^*^*''^'^**- 
navigation. 

Approved,  June  4,  1906. 


612 


EEPOET   OF   THE  INLAND   WATERWAYS   COMMISSION 


Vol.  32,  p.  353. 


Provisos. 


(10) 

Mar.  4, 1907.  Chap.  2912. — An  Act  Permitting  the  erection  of  a  dam  across  Coosa 

Vol.  34,  p.  1288_  ];^JYer^  Alabama,  at  the  place  selected  for  Lock  Numbered  Twelve  on 
[S.  8526.]  said  river. 

[Public,       No. 

247.]  Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

of  tJie    United  States  of  Amei^ca  in  Congress  assembled, 
Coosa  River,  That  the  conseiit  of  Congress  is  hereby  granted  to  the 
^'*-  Alabama    Power    Company,    a    corporation    organized 

p^^|,^j.''(?o"n,'^  under  the  laws  of  the  State  of  Alabama,  its  successors  and 
panyinaydain.    assigns,  to  build  a  dam,  of  such  height  as  the  Chief  of 
Engineers  and  the  Secretary  of  War  may  approve,  across 
the  Coosa  River,  in  Alabama,  at  the  place  selected  for 
Location.        the  location  of  Lock  and  Dam  Numbered  Twelve  on  said 
river,  as  located  in  the  survey  made  by  the  engineers  of 
the  United  States  of  the  Coosa  and  Alabama  rivers  in 
Georgia  and  Alabama,  in  compliance  with  the  require- 
ments of  the  river  and  harbor  Act  approved  June  thir- 
teenth, nineteen  hundred  and  two,  for  the  development 
of  water  power,  and  such  works  and  structures  in  connec- 
tion therewith  as  may  be  necessary  or  convenient  in  the 
development  of  said  power  and  in  the  utilization  of  the 
power  thereby  developed:    Provided,  That  plans  for  the 
war^to^appro'le construction  of  Said  dam  and  appurtenant  works  shall  be 
plans,  etc.  submitted  to  and  approved  by  the  Chief  of  Engineers  and 

the  Secretary  of  War  before  the  commencement  of  the 
Changes.  coustructiou  of  the  same:  Provided  further,  That  the 
Alabama  Power  Company,  its  successors  or  assigns,  shall 
not  deviate  from  sucli  plans  after  such  approval,  either 
before  or  after  the  completion  of  said  structures,  unless 
the  modification  of  said  plans  shall  have  previously  been 
submitted  to  and  received  the  approval  of  the  Chief  of 
Engineers  and  Secretary  of  War:  Provided  furtlier,  That 
said  dam  and  appurtenant  works  shall  be  limited  to  the 
use  of  the  surplus  water  only  of  the  river  not  required  for 
the  navigation  of  the  Coosa  River,  and  that  no  structure 
shall  be  built  and  no  operations  conducted  under  the  pro- 
visions of  this  Act  wliich  shall  at  any  time  injure  or  inter- 
fere with  the  navigation  of  said  river  or  impair  the  use- 
fulness of  any  improvement  by  the .  Government  in  the 
interests  of  navigation. 
Locks.  Sec.  2.  That  the  said  dam  shall  be  so  constructed,  in- 

cluding a  proper  forebay,  that  the  Government  of  the 
United  States  may  at  any  time  construct  in  connection 
therewith  a  suitable  lock  or  locks  for'  navigation  pur- 
poses, and  may  at  any  time,  without  compensation,  con- 
trol the  said  dam  or  other  structures  and  the  level  of  the 
pool  caused  by  such  dam  so  far  as  shall  be  necessar}''  for 
purposes  of  navigation,  but  shall  not  destroy  the  water 
power  developed  by  said  dam  and  structures  to  any 
greater  extent  than  may  be  necessary  to  provide  proper 
facilities  for  navigation,  and  that  the  Secretary  of  War 
may  at  any  time  require  and  enforce,  at  the  expense  of  the 
Changes.  owners,  such  modifications  and  changes  in  the  construc- 
tion of  such  dam  as  may  be  necessary  in  the  interest  of 


Unobstructed 
navigation. 


STATUTES  RELATING   TO   WATER  POWER 


613 


navigation:  Provided,  That  the  Alabama  Power  Com-   Pmnsos. 
pany,  its  successors  or  assigns,  shall  furnish  the  necessary  power"  ''*''"' 
electric  current,  while  its  power  plant  is  in  operation,  to 
move  the  gates  and  operate  the  locks  in  connection  with 
said  dam  and  to  light  the  United  States  buildings  and 
grounds  free  of  cost  to  the  United  States:      Provided    use  of  lands 
fwrther,  That  the  Alabama  Power  Company,  its  succes- ^on,  otc°°^*™*^' 
sors  or  assigns,  is  hereby  granted  the  right  to  use  any 
lands  which  may  belong  to  the  United  States  of  America  ^ 

and  necessary  for  the  construction  and  maintenance  of 
said  dam  and  appurtenant  works,  or  wliieh  may  be  inun- 
dated with  water  by  reason  of  the  construction  of  said 
dam  and  appurtenant  works,  and  in  consideration  there- 
for the  said  company,  its  successors  or  assigns,  shall,  upon 
request  of  the  Chief  of  Engineers  and  the  Secretary  of 
War,  convey  free  of  cost  to  the  United  States  of  America    convey  a  n  c  e 
such  suitable  tract  or  tracts  of  land  as  may  be  selected  by  to   the*"^  united 
the  Cliief  of  Engineers  and  the  Secretary  of  War  for  the  states. 
establishment  of  such  lock  or  locks  and  approaches  and 
other  purposes  as  the  needs  of  navigation  may  require. 

Sec.  3.  That  this  Act  shall  be  null  and  void  unless  the, 
dam  herein  authorized  be  commenced  within  tliree  years 
and  completed  within  seven  j^ears  from  the  time  of  the 
passage  of  this  Act. 

Sec.  4.  The  authority  herein  conferred  shall,  except  as 
herein  specifically  provided,  be  subject  in  all  respects  to 
the  provisions  of  the  Act  entitled  "An  Act  to  regulate 
the  construction  of  dams  across  navigable  waters,"  ap- 
proved June  twenty-first,  nineteen  hundred  and  six. 

Sec.  5.  The  right  to  alter,  amend,  or  repeal  this  Act  is 
hereby  expressly  reserved. 

Approved,  March  4,  1907,  10  a.  m; 


Time    of 
■  struction. 


V0I..34,  p.  386. 


Amendment. 


(11) 


Chap.  3339. — An  Act  Permitting  the  building  of  a  dam  across  the 
Crow  Wing  River  between  the  counties  of  Morrison  and  Cass,  State  of 
Minnesota. 


Juno  Iti,  1906. 
Vol.  34,  p.  296. 

[H.  R.  17881.] 
[Public,     No. 
238.] 


may  dam. 


Location. 


Be  it  enacted  ly  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assemhled,  That  j^^^^^^,  Minn. 
the  consent  of  Congress  is  herebj^  granted  to  Judd  Wright,    Judd    wright 
his  heirs   or  assigns,  to   construct  and   maintain  across 
the  Crow  Wing  River  a  dam,  canal,  and  works  necessary 
incident  thereto,  for  water  power  and  supply  purposes, 
at  any  point  at  or  near  the  junction  of  tne  Gull  River 
with  the  Crow  Wing  River,  on  section  tlurty,  township 
one  hundred  and  thirtj^-three  north,  range  twenty-nine 
west,   fifth   meridian,   between   the   counties   of   Morri- 
son and  Cass,  in  the  State  of  Minnesota:  Provided,  That 
the  plans  for  the  construction  of  said  dam  and  appurte- war'to" approve 
nant  works  shall  be  submitted  to  and  approved  by  t^e  p^*°^' '^^'^ 
Chief  of  Engineers  and  the  Secretary  of  War  before  the 


Provisos. 
Secretary  of 


614 


BEPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 


Restriction. 


Sluiceway. 


Lock. 


Changes. 


Fishways. 


Litigation. 


ProvUo. 
Existing    laws 
not  affected. 


Amendment. 
Time   of   com- 
pletion. 


commencement  of  construction  of  the  same:  And  'pro- 
vided further,  That  the  said  Judd  Wright,  his  heirs  or 
assigns,  shall  not  deviate  from  such  plans  after  such  ap- 
proval, either  before  or  after  the  completion  of  said 
structures,  unless  the  modification  of  such  plans  shall  have 
previously  been  submitted  to  and  received  the  approval 
of  the  Chief  of  Engineers  and  of  the  Secretary  of  War: 
And  provided  further,  That  there  shall  be  placed  and 
maintained  in  connection  with,  said  dam  a  sluiceway  so 
arranged  as  to  permit  logs,  timber,  and  lumber  to  pass 
around,  through,  and  over  said  dam  without  unreason- 
able delay  or  hindrance,  and  without  toll  or  charges:  And 
frovided  further,  That  the  dam  shall  be  so  constructed 
that  the  Government  of  the  United  States  may  at  any 
time  construct  in  coimection  therewith  a  suitable  lock  for 
navigation  purposes,  and  may  at  any  time,  without  com- 
pensation, control  the  said  dam,  so  far  as  shall  be  neces- 
sary for  purposes  of  navigation,  but  shall  not  destroy  the 
water  power  developed  by  said  dam  and  structures  to  any 
greater  extent  than  may  be  necessary  to  provide  proper 
facilities  for  navigation;  and  that  the  Secretary  of  War 
may  at  any  time  require  and  enforce,  at  the  expense  of 
the  owners,  such  modifications  and  changes  in  the  con- 
struction of  said  dam  as  he  may  deem  advisable  in  the 
interests  of  navigation. 

Sec.  2.  That  suitable  fishways,  to  be  approved  by  the 
Secretar}^  of  Commerce  and  Labor,  shall  be  constructed 
and  maintained  at  said  dam  by  the  said  Judd  Wright,  his 
heirs  or  assigns. 

Sec.  3.  That  in  case  any  litigation  arises  from  the 
building  of  said  dam  or  from  the  obstruction  of  said  river 
by  said  dam  or  appurtenant  works,  cases  may  be  tried  in 
the  proper  courts  as  now  provided  for  that  purpose  in  the 
State  of  Minnesota  or  in  the  courts  of  the  United  States: 
Provided,  That  nothing  in  this  Act  shall  be  so  construed 
as  to  repeal  or  modify  any  of  the  provisions  of  law  now 
existing  in  reference  to  the  protection  of  the  navigation 
of  rivers,  or  to  exempt  said  structures  from  the  operation 
of  the  same. 

Sec.  4.  That  the  right  to  amend,  alter,  or  repeal  this 
Act  is  hereby  expressly  reserved,  and  the  same  shall  be- 
come null  and  void  unless  the  construction  of  the  dam 
hereby  authorized  is  commenced  within  one  year  after 
the  passage  of  this  Act  and  completed  within  tkree  years 
thereafter. 

Approved,  June  16,  1906. 


(12) 

[Extract  from  river  and  harbor  act  approved  March 

p.  1132.] 


1905.    Stats.  L.,  vol.  33, 


Cumberland     Improving   the   upper   Cumberland   and   South   Fork 
men?  comp'anyrrivers,  above  Burnside,  Kentuck}*:  The  Cumberland  River 


STATUTES   RELATING    TO    WATER   POWER  615 

Improvement  Companj^,  a  corporation  formed  and  exist- j^^^^^^^''^^^^^"^* 
ing  under  the  laws  of  the  State  of  Kentucky,  is  authorized  above  Bumside, 
and  permitted  to  improve  the  Cumberhind  River  and  its*^^" 
tributaries,  inchiding  the  South  Fork,  above  Burnside, 
Kentuck}',  at  its  own  expense,  by  the  construction  of 
necessary  locks  and  dams,  under  the  sui)ervision  and  pur- 
suant to  ])lans  to  be  submitted  to  and  approved  by  the 
Secretary  of  War,  and  the  power  generated  bj^  the  con-    use  of  power, 
struction  of  such  locks  and  dams  may  be  utilized  by  such 
company  for  commercial  and  other  purposes,  under  the 
following  express  provisions: 

That  the  use  of  such  power  shall  in  no  instance  impede     unobstructed 

I  •      1  •        ,•  *■  ^  navigation. 

or  hmder  navigation; 

That  the  locks  and  dams  shall  be  at  least  equal  in  size    size  of  locks, 
and  capacity  to  other  locks  and  dams  constructed  on  the*'*''' 
Cumberland  River; 

That  they  shall  be  open  to  all  purposes  of  navigation    open  to  navi- 
by  the  general  public,  subject  to  the  payment  of  uniform,  s*^*'""- 
reasonable  rates  of  toll  by  all  parties  using  such  water- 
way, which  rates  of  toll  shall  be  fixed  from  time  to  time    tou. 
by  the  Secretary  of  War,  and  shall  at  no  time  produce  an 
income  greater  than  six  per  centum,  cumulative  interest, 
on  the  investment  in  such  locks  and  dams,  after  deducting 
the  cost  of  maintenance  and  operation,  reckoned  from  the 
beginning,  and  based  on  the  total  initial  cost;  such  locks 
and  dams. to  be  kept  and  maintained  by  such  corporation 
without  expense  to  the  Government:  Provided  further,    Proviso. 
That  this  franchise  shall  not  be  effective  unless  said  cor- g^j^™?,jj°g^^°°' 
poration  shall  commence  in  good  faith  the  construction  of 
such  improvement  witlim  eighteen  months  after  the  com- 
pletion and  operation  of  lock  and  dam  numbered,  twenty- 
one  on  said  river,  and  shall  afford  a  permanent  navigable  ' 
stage,  within  the  next  succeeding  five  3^ears,  of  at  least  six 
feet  in  de])th,  by  means  of  such  locks  and  dams,  to  the 
mouth  of  Rock  Castle  River; 

That  said  corporation  shall  file  with  the  Secretary  of    Bond. 
War,  before  beginning  its  construction  of  such  lock  and 
dam,  a  suitable  bond,  to  be  approved  by  him,  conditioned 
to  pay  all  reasonably  prospective  damages  arising  from 
trespass  or  overflow  or  other  injury  to  private  rights; 

That  the  right  to  collect  tolls  shall  cease  at  the  expira-    collection     of 
tion  of  forty  years  from  the  date  of  completion  of  lock*°^^,?-,„,.   .. 

II  11  •  1      •  11  lime  limit. 

and  dam  numbered  twenty-one  on  said  river,  and  that  operation, 
upon  the  ceasing  of  the  right  to  collect  tolls  the  United etc*.'°*^°*°''®' 
States  may  assume  the  possession,  care,  operation,  mainte- 
nance, and  management  of  the  lock  or  locks  so  con- 
structed, without  compensation  to  an}"  person  or  persons 
or  corporation,  but  without  in  any  way  impairing  the 
right  or  ownership  of  the  water  power  and  dams  created 
by  said  corporation,  which  shall  continue  the  care  and 
maintenance  of  such  dams  without  interference  on  the 
part  of  the  United  States; 

Congress  reserves  the  right  to  alter,  amend,  or  repeal    Amendment. 
any  of  the  provisions  of  this  Act  in  so  far  as  hi  relates  to 
this  franchise. 


616 


EEPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 


Canals. 


Provisos.     . 
Restrictions. 


03) 

[Extract  from  river  and  harbor  act  approved  June  13,  1902.    Stats.  L.,  Vol.  32, 

p.  358.] 

^Lock  and  Dam  Improving  Cumberland  River,  Tennessee,  above  Nash- 
voi.  32,  p.  408.  ville :  For  the  completion  of  Lock  and  Dam  Nmnbered 
One  and  for  maintenance,  one  hundred  and  five  thousand 
Lease  of  water  dollars  [°].  And  the  Secretary  of  War  is  hereby  author- 
power,  ized,  in  his  discretion,"  to  grant  leases  or  licenses  to  the 
highest  responsible  bidder  for  the  use  of  the  water  power 
created  by  said  dam,  at  such  a  rate  and  on  such  conditions 
and  for  such  periods  of  time  as  may  seem  to  him  expedi- 
ent; and  he  is  also  authorized,  in  his  discretion,  to  issue 
permits  for  the  construction,  maintenance,  and  operation 
of  inlet  and  outlet  canals  and  other  structures,  on  such 
plans  as  he  may  approve,  for  the  diversion  of  water  afore- 
said: Provided,  That  any  lease  or  license  so  granted  shall 
be  limited  to  the  use  of  the  surplus  water  not  required 
for  navigation,  and  no  structures  shall  be  built  and  no 
operations  be  conducted  which  shall  in  any  manner  injure 
navigation,  interfere  with  the  operations  of  the  Govern- 
ment, or  impair  the  usefulness  of  any  improvement  made 
t  o  by  the  Government  for  the  benefit  of  navigation ;  and  the 
'^'^"  right  of  Congress  to  alter,  amend,  or  repeal  the  provisions 
of  this  paragraph  is  hereby  expressly  reserved:  Provided 
further,  That  before  leasing  or  licensing  such  water  privi- 
leges, or  issuing  permits  for  the  construction  and  opera- 
tion of  such  canals,  or  otherwise  disposing  of  any  water 
power  or  privilege,  the  Secretary  of  War  shall  first  adver- 
tise the  same  in  one  or  more  daily  papers  at  Nashville, 
for  sixty  days  immediately  preceding,  stating  specifically 
the  right  or  privilege  proposed  to  be  leased  or  conveyed, 
with  its  exact  limitations,  inviting  bids  for  the  same,  and 
he  may,  in  his  discretion,  tlien  lease  the  same  for  a  spe- 
cific term  of  years  at  so  much  per  year,  to  be  paid  semi- 
annually in  cash  into  the  Treasury,  and  the  Secretary  of 
War  shall  reserve  the  right  to  reject  any  or  all  bids. 


Right 


amend, 
served. 


etc., 


Advertising. 


Bids. 


•Tune„28,l902.         Chap.  1299.— An  Act  To  amend  an  Act  entitled  "An  Act  making 
"•    'P'      •    appropriations  for  the  construction,  repair,  and  preservation  of  certain 
public  works  on  rivei's  and  harbors,  and  for  other  purposes,"  approved 
June  thirteenth,  nineteen  hundred. and  two. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
Cumberland  ^/^^^  United  States  of  America  in  Congress  assembled,  That 
River,  Tenn.       the  Act  entitled  '  'An  Act  making  appropriations  for  the 
of^"^^"'^'''"^"*  construction,  repair,  and  preservation  of  certain  public 
Vol.  32,  p.  358.    works  on  rivers  and  harbors,  and  for  other  purposes," 
approved  June  thirteenth,  nineteen  hundred  and  two,  be, 
and  the  same  is  hereby,  amended  so  that  the  two  para- 
graphs thereof  providing  for  the  improvement  of  the  Cum- 
berland River,  Tennessee,  below  Nashville,  and  of  the 

ff  This  appropriation  is  increased  to  $200,000  and  the  paragraph  other- 
wise amencfed  by  act  approved  June  28,  1902.     (See  following  act.) 


STATUTES    RELATING    TO    WATER    POWER 


617 


Cumberland    River,    Tennessee,    above   Nashville,    shall 
read  as  follows: 

''Improving    Cumberland    River,    Tennessee,    below ^t^^^'jj^^'^pgt'^ 
Nashville:    For  the  completion  of  the  lock  and  dam  atsnoais. 
Harpeth  Shoals  and  for  maintenance,  one  hundred  and 
eighty  thousand  dollars. 

"  Improving  Cumberland  River,  Tennessee,  above  Nash-  ^0.7.''  ^'"^  ^*™ 
ville:  Continuing  improvement,  and  for  maintenance,  two 
hundred  thousand  dollars,  of  which  so  much  as  may  be 
necessary  shall  be  used  for  the  completion  of  Lock  and 
Dam   Numbered   One.     And   the   Secretary   of  War   isieaL^'e'tc.'''"^" 
hereby  authorized,  in  his  discretion,  to  grant  leases  or 
licenses  to  the  highest  responsible  bidder  for  the  use  of  the 
water  power  created  by  said  dam,  at  such  a  rate  and  on  such 
conditions  and  for  such  periods  of  time  as  may  seem  to 
him  expedient ;  and  he  is  also  authorized,  in  his  discretion,  construe t i  o^n' 
to  issue  permits  for  the  construction,  maintenance,  and  etc.,  of  canals. 
operation  of  mlet  and  outlet  canals  and  other  structures, 
on  such  plans  as  he  may  approve,  for  the  diversion  of  the 
water  aforesaid:  Provided,  That  any  lease  or  license  so    ^J!°^**°^^    ^^ 
granted  shall  be  limited  to  the  use  of  the  surplus  water  navigation. 
not  required  for  navigation,  and  no  structures  shall  be 
built  and  no  operations  be  conducted  which  shall  in  any 
manner  injure  navigation,  interfere  with  the  operations  of 
the  Government,  or  impair  the  usefulness  of  any  improve- 
ment made  by  the  Government  for  the  benefit  of  naviga- 
tion; and  the  right  of  Congress  to  alter,  amend,  or  repeal 
the   provisions   of   this   paragraph   is   hereby   expressly 
reserved:  Provided  further,  That  before  leasing  or  licens-    Proposals, 
ing  such  water  privileges,  or  issuing  permits  for  the  con- 
struction and  operation  of  such  canals,  or  otherwise  dis- 
posing of  any  water  power  or  privilege,  the  Secretary  of 
War  shall  first  advertise  the  same  in  one  or  more  daily 
papers  at  Nashville,  for  sixty  days  immediately  preceding, 
stating  specifically  the  right  or  privilege  proposed  to  be 
leased  or  conveyed,  with  its  exact  limitations,  inviting 
bids  for  the  same,  and  he  may,  in  his  discretion,  then 
lease  the  same  for  a  specific  term  of  years  at  so  much  per    Payments. 
year,  to  be  paid  semiannually  in  cash  into  the  Treasury, 
and  the  Secretary  of  War  shall  reserve  the  right  to  reject 
any  or  all  bids." 

Approved,  June  28,  1902. 


Feb.  5,  1907. 
Vol.  34,  p.  878. 

[H.R.  24275.] 
[Public,  No.  62.]- 


(14) 

Chap.  467. — An  Act  Permitting  the  building  of  a  dam  across  the  Flint 
River  at  Porter  Shoals. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assemUed,  That  ^^^ban^'^Power 
the  Albany  Power  and  Manufacturing  Company,  a  and  Mamrfactur- 
corporation  organized  under  the  laws  of  Georgia,  itsj^lfy^^^'P'^"^ 
successors    and    assigns,   is   hereby  authorized   to    con-    Location. 

31673— S.  Doc.  325,  60-1 40 


618  KEPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

struct  and  maintain  a  dam  across  the  Flint  River  at  a 
point  in  Dougherty  County,  Georgia,  about  one-fourth 
mile  above  the  Georgia  Northern  Railway  bridge  across 
said  river,  upon  or  in  the  vicinity  of  Porter  Shoals,  and 
all  works  incident  thereto  in  the  utilization  of  the  power 
thereby  developed,  in  accordance  with  the  provisions  of 

Vol. 34, p. 386.  an  Act  entitled  "An  Act  to  regulate  the  construction  of 
dams  across  navigable  waters,"  approved  June  twenty- 
first,  nineteen  hundred  and  six. 

Amendment.        Sec.  2.  That  tlic  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  "reserved. 
Approved,  February  5,  1907. 


(15) 

Feb.  1, 1905.  Chap.  288. — An  Act  Providing  for  the  transfer  of  forest  reserves  from 

Vol.  33,  p.  028.  ^YiQ  Department  of  the  Interior  to  the  Department  of  Agriculture. 

[H.  R.  8460.] 

[PubUc,No.34.      ^g  ^f  enacted  hy  the  Senate  and  House  of  Representatives 

of  the   United  States  of  America  in   Congress  assembled, 
*  *  * 

„ZtiH%.."l,^n^     Sec.  4.  That  rights  of  way  for  the  construction  and 

granted  for  mm-         .  i>i  '•  ,  ixi-ji 

ing,  etc.,  pur- maintenance  or  dams,  reservoirs,  water  plants,  ditches, 
flumes,  pipes,  tunnels,  and  canals,  within  and  across  the 
forest  reserves  of  the  United  States,  are  hereby  granted 
to  citizens  and  corporations  of  the  United  States  for 
municipal  or  mining  purposes,  and  for  the  purposes  of 
the  milling  and  reduction  of  ores,  during  the  period  of 
Regulations,  their  beneficial  use,  under  such  rules  and  regulations  as 
may  be  prescribed  by  the  Secretary  of  the  Interior,  and 
subject  to  the  laws  of  the  State  or  Territory  in  wliich 
said  reserves  are  respectively  situated. 

H;  *  *  *  5|! 


poses. 


Approved,  February  1,  1905. 


(16) 

June  14, 1906.        Chap.  .3301.— An  Act  To  authorize  the  Charleston  Light  and  Water 
Vol. 34, p. 265.    Company  to  construct  and  maintain  a  dam  across  Goose  Creek  in 
[H.  R.  8410.]      Berkeley  County,  in  the  State  of  South  Carolina. 
[Public,  No.  230.] 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
g  Goose    Creek,  gf  the  United  States  of  America  in  Congress  assembled,  That 
Chariest  on  tne  right,  powcT,  and  privilege  to  construct,  erect,  and 
co^paify  ^m'^a'ym<'iiiit^iii  ^  ^^^^n  aci'oss  the  said  Goose  Creek  is  hereby  au- 
dam.  thorized,  granted,  and  given  to  the  said  the  Charleston 

Light  and  Water  Company,  its  successors  and  assigns: 
Provisos.        Provided,    That    the    said    the    Charleston    Light    and 
Damages.        Water  Company  shall  be  liable  for  all  such  damages  as 
may  be  established  in  any  court  of  competent  jurisdic- 
tion by  any  landowner  claiming  that  his  land  has  been 


STATUTES   RELATING   TO    WATEK   POWER  619 

damaged  by  reason  of  the  erection  of  the  said  dam:  And 
provided  further,  That  nothing  herein  shall  impair  any  proj^^tedf  "^^*^ 
navigation  or  other  rights  of  any  riparian  owner,  other 
than  the  closing  of  said  creek,  by  the  construction,  erec- 
tion, and  maintenance  of  said  dam  at  said  location. 

Sec.  2.  That  the  right  to  alter,  amend,  and  repeal  this    ^l^fi^^t™®°/ter, 
Act,  and  the  right  to  require  the  alteration  or  removal  of  etc.,  tho  dam  re^ 
the  structure  authorized  without  any  liability  on  the  part**^'^*'  " 
of  the  United  States,  are  hereby  expressly  reserved. 

Approved,  June  14,  1906. 


(17) 

Chap.  15. — An  Act  To  authorize  the  construction  and  maintenance  Jan.  22, 1894. 
of  a  dam  or  dams  across  the  Kansas  River,  within  Shawnee  County,  in  Vol-  28,  p.  27. 
the  State  of  Kansas. 

Be  it  enacted  'hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That    Kansas  River. 
tne  Chicago-Topeka  Light,  Heat,  and  Power  Company,  aauth™rfz*ed°Yn 
corporation   organized  under   the  laws  of   the  State  of  ^*^*^'™'^®^°^°*^'- 
Illinois,  its  successors  and  assigns,  be,  and  they  are  hereby, 
authorized  and  empowered  to  construct  and  maintain 
a  dam  or  dams  across  the  Kansas  River,  at  any  suit- 
able place  or  places  within  the  county  of  Sha\vnee,  in 
the  State  of  Kansas:  Provided,  That  on  notice  by  the    Provisos. 
Secretary  of  War  that  said  dam  or  dams  are  material    R*^™"^'*!,  etc. 
obstructions  to  naviojation,  said  dam  or  dams  shall  be  at 
once  removed,  or  suitable  lock  or  locks  provided  by  the 
owner  or  o^v^lers  thereof  at  his  or  their  expense,  so  as  not 
to  interfere  with  navigation:  And  provided  further,  That  ^^^l^^^^^^^-j^'"^^ 
if  after  due  and  sufficient  notice  in  such  case  the  owner  or  war. 
owners  of  said  dam  or  dams  shall  neglect  or  fail  to  pro- 
vide suitable  lock  or  locks,  or  otherwise  modify"  or  remove 
said  obstructions,  in  such  manner  as  the  Secret arj^  of 
War  ma}^  direct,  the  said  Secretary  is  hereby  authorized 
and  directed  to  cause  suitable  lock  or  locks  to  be  provided, 
or  said  obstructions  to  be  removed  or  modified  at  the 
expense  of  the  United  States,  and  to  institute  proceedings 
against  the  person  or  persons  or  corporation  owning  or 
controlling  said  dam  or  dams  for  the  recovery  of  the    Recoveryofex- 
expense  thereof  before  the  circuit  court  of  the  United 
States  in  and  for  the  district  in  which  said  dam  or  dams 
msbj  be  located. 

Sec.  2.  That  the  dam  or  dams  herein  provided  for  shall  jjj^^''j.™™^^° ^j^- 
be  commenced  within  one  year  from  the  date  of  approval  pietion. 
of  this  act  and  completed  ^vithin  three  years,  under  pen- 
alty of  the  forfeiture  of  the  franchise  herein  granted. 

Sec.  3.  That  the  right  to  alter,  amend,  or  repeal  this^^^/'^^'^^^'^*' 
Act  is  hereby  expressly  reserved. 

Approved,  January  22,  1894. 


620  EEPOKT    OF    THE   INLAND    WATERWAYS  -COMMISSION 

(18) 

June  6, 1892.  Chap.  92. — An  Act  Granting  to  the  Topeka  Water  and  Electric  Power 

\ol.  2,,  p.  46.     Company  of  Kansas  the  right  to  erect  and  maintain  a  dam  or  dams 

across  the  Kansas  River,  within  Shawnee  County,  in  the  State  of 

Kansas. 

Be  it  enacted  hy  tTie  Senate  and  House  of  Representatives 
a.lT^\<iciTil^^  ^^^^'^^^^^  5'faffs  of  America  in  Congress  assembled ,  That 
Power  Co.  may  the  asseiit  of   Coiigress  is  hereby  given  to  the  Topeka 
ilver.  "^^^^^^  Water    and    Electric    Power   Company,    a    corporation 
created  and  organized   under   the   laws  of    Kansas,  its 
successors   and  assigns,  to  erect,   construct,  and  main- 
tain a  dam  or  dams  across  the  Kansas  River  at  any  suitable 
place  or  places  within  Sha\^^lee  County,  in  the  State  of 
Kansas, 
g^^mendment,      g^c,  2.  That  the  right  to  alter,  amend,  or  repeal  this 
act  is  hereby  expressly  reserved. 
Approved,  June  6,  1892. 


(19) 

"vTll'  ^^o's      Chap.  3504. — An  Act  Making  appropriations  for  the  current  and 

368         'P^"  -  'contingent  expenses  of  the  Indian  Department,  for  fulfilling  treaty 

— '- stipulations  with  various  Indian  tribes,  and  for  other  purposes,  for  the 

t^S;  \  A^^y    fiscal  year  ending  June  thirtieth,  nineteen  hundred  and  seven. 
[Public,  No.  •'  °  ' 

258  1 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  Americain  Congress  assembled,  *  *  * 


ianc£'in'K^amath  That  the  Secrctar}'  of  the  Interior  be,  and  is  hereby, 
Reser\'ation.  authorized,  in  his  discretion,  to  exchange  the  whole  of  the 
thorized!^^*'  **"  odd  numbered  sections  and  parts  thereof  in  the  Klamath 
Indian  Reservation  in  the  State  of  Oregon,  now  held  in 
private  o^\Tiership  under  the  fuial  decree  and  decision  of 
the  Supreme  Court  of  the  United  States,  affirming  the 
title  of  the  California  and  Oregon  Land  Company  thereto, 
in  the  suit  of  the  United  States  against  said  company  as 
reported  in  volume  one  hundred  and  ninet3^-two,  at  page 
three  hundred  and  fifty-five,  of  the  decisions  of  said  court, 
and  aggregating  one  hundred  and  eleven  thousand  three 
hundred  and  eighty-five  acres,  for  other  lands  rot  ex- 
ceeding eight3^-seven  thousand  acres,  situate  in  one  or 
more  compact  bodies,  in  townships  thirty-one  and  thirty- 
two  south,  of  ranges  eleven,  twelve,  and  thirteen  east  in 
said  reservation,  said  lands  so  taken  in  exchange  to  be 
selected,  subject  to  the  approval  of  the  Secretary  of  the 
mSsTtc  ^^^^^^'  Interior ;  and  in  order  to  facilitate  such  exchange  and  the 
development  of  the  lands  to  be  so  taken  thereunder  there 
ma}^  also  be  selected  in  like  manner  and  as  part  of  the 
quantity  aforesaid  other  lands  in  said  reservation  for  the 
location,  construction,  and  operation  of  mills  and  power 
plants,  and  with  the  right  to  construct  railroads,  dams, 
reservoirs,  and  power-transmission  lines,  subject  to  the 
provisions  of  existing  law  and  such  rules  and  regulations 


STATUTES   RELATING   TO   WATER   POWER  621 

as  the  Secretary  of  the  Interior  may  prescribe  thereunder. 
And  when  such  exchange  is  effected  patents  for  the  lands 
so  selected  and  approved  shall  issue  therefor. 

*  *  *  sj:  :it 

Approved,  June  21,  1906. 


(20) 

Chap.  3939.— An  Act  To  authorize   Henry  T.  Henderson  and  his    Jp^eso,  1906. 

associates  to  divert  the  waters  of  Little  River  in  the  State  of  Alabama       '-'      'P 

from  the  lands  of  the  United  States  for  use  of  electric  light  and  power    [H.  R.  20173.1 

plant.  .ni?"^'^^'^'  ^°' 

'^  408.] 

Be  it  enacted  by  the  Senate  and  House  of  Representatives 
of  the  United  States  of  Am  erica  in  Congress  assembled,  Th&t  ^,^'**^®  River, 
there  be,  and  is  hereby,  granted  unto  Henry  T.  Henderson "  ii'enry  t.  Hen- 
and   associates   the   right   or    authority   to    perpetually  vert^^o^^wr 
divert    the  waters  of    Little    River  from    lands    owned  plant  at  Blanche. 
by  the  United  States  of  America,  and  situated  in  Mays 
Gulf,  in  township  eight  south,  range  nine  east,  in   the 
State  of  Alabama,  for  the  purpose  of  storing  and  util- 
izing said  waters  in  the  operation  of  a  water-power  plant 
to  be  erected  at  oT  near  Blanche,  in  Cherokee  County,  in 
the  State  of  Alabama,  for  the  generation  of  electric  en- 
ergy or  power,  and  the  sale  of  electric  light  and  electric 
power:  Provided,  That  the  said  Henry  T.  Henderson  and    ^'"^^o- 
associates  shall  pay  to  the  Secretary  of  the  Interior  the 
reasonable  value  thereof  within  six  months  after  the  pas- 
sage of  this  Act,  the  value  to  be  fixed  by  the  register  and 
receiver  of  the  land  office  in  the  district  where  said  water 
is  located,  and  on  failure  to  pay  for  the  same  the  Secre- 
tary of  the  Interior  may,  in  his  discretion,  declare  for- 
feited the  right  to  divert  said  water. 

Approved,  June  30,  1906. 


Payment. 


(21) 

Chap.  1474. — An  Act  Permitting  the  building  of  a  dam  across  the    Mar.  3, 1905. 
Mississippi  River  near  the  village  of  Bemidji,  Beltrami  County,  Minne-    Vol-  33,  p.  1043. 

SOta.  [H.  R.  19026.] 

[Public,   No. 
207.] 

Be  it  enacted  by  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled.  That  j^.^J/  s  i  s  s  i  p  p  i 
the   consent   of  Congress   is   hereby   granted   to  Kirby    Dam  across, 
Thomas,  E.  J.  Swedback,  and  M.  A.  Spooner,  their  heirs,  Minn.,^futhd'r- 
administrators,  and  assignees,  to  build  a  dam  across  the'^*^^- 
Mississippi  River  near  the  village  of    Bemidji,  between 
the  outlet  of  Lake  Bemidji  and  Wolf  Lake,  Beltrami 
County,  in  said  river,  and  near  the  village  of  Bemidji, 
Beltrami  County,  Minnesota,  for  the  development  of  wa- 
ter power,  and  such  works  and  structures  in  coimection 
therewith  as  may  be  necessary  or  convenient  in  the  devel- 
opment of  said  power  and  in  the  utilization  of  the  power 


622  EEPORT   OF   THE   INLAND   WATEEWAYS   COMMISSION 

S(^?et*r'     of  thereby  developed :  Provided,  That  the  plans  for  the  con- 

war  to  approve  struction  of  Said  dam  and  appurtenant  works  shall  be 

plans,  etc.  submitted  to  and  approved  by  the  Chief  of  Engineers 

and  the  Secretary  of  War  before  the  commencement  of 

Modifications,  the  Construction  of  the  same:  And  lyrovided  further,  That 
the  said  Kirby  Thomas,  E.  J.  Swedback,  and  M.  A. 
Spooner,  their  heirs,  administrators,  and  assignees,  shall 
not  deviate  from  such  plans  after  such  approval,  either 
before  or  after  the  completion  of  said  structure,  unless 
the  modification  of  said  plans  shall  have  previoush'  been 
admitted  to  and  received  the  approval  of  the  Cliief  of 

Sluiceway.  Engineers  and  of  the  Secretary  of  War:  And  'provided 
further.  That  there  shall  be  placed  and  maintained  in 
connection  with  said  dam  a  sluiceway  so  arranged  as  to 
permit  logs,  timber,  and  lumber  to  pass  around,  thi-ough, 
or  over  said  dam  without  unreasonable  delay  or  hindrance 

Lock.  and  without  toll  or  charges:  Aiid  provided  further.  That 

the  dam  shall  be  so  constructed  that  the  Government  of 
the  United  States  may  at  any  time  construct  in  connec- 
tion therewith  a  suitable  lock  for  navigation  purposes, 
and  may  at  any  time,  without  compensation,  control  the 
said  dam  so  far  as  shall  be  necessar}'  for  purposes  of 
navigation,  but  shall  not  destroy  the  water  power  devel- 
oped by  said  dam  and  structures  to  any  greater  extent 
than  ma}^  be  necessary  to  provide  proper  facilities  for 
navigation,  and  that  the  Secretary  of  War  may  at  any 
time  require  and  enforce,  at  the  expense  of  the  owners, 
such  modifications  and  changes  in  the  construction  of 
such  a  dam  as  he  may  deem  advisable  in  the  interests  of 

Fishways,etc.  navigation:  And  provided  further.  That  suitable  fish- 
ways  and  lights,  to  be  approved  by  the  Secretaiy  of  Com- 
merce and  Labor,  shall  be  constructed  and  maintained  at 
said  dam  by  Kirby  Thomas,  E.  J.  Swedback,  and  M.  A, 
Spooner,  their  heirs,  administrators,  and  assignees. 

Litigation.  Sec.  2.  That  in  case   any  litigation  arises  from   the 

building  of  said  dam  or  from  the  obstruction  of  said  river 
by  said  dam  or  appurtenant  works,  cases  may  be  tried  in 
the  proper  courts  as  now  provided  for  that  purpose  in 
the  State  of  Minnesota  and  in  the  courts  of  the  United 

Proviso.         States:  Provided,  That  nothing  in  this  Act  shall  be  so 

Existing    laws  i.  i  j.  i  i  •  ?  £  ,i  •    •  <• 

not  aflected.  coustrued  as  to  repeal  or  modify  aiw  of  the  provisions  or 
law  now  existing  in  reference  to  the  protection  of  the 
navigation  of  rivers  or  to  exempt  said  structures  from  the 
operation  of  same. 

stnlSfon^^  con-  Sec.  3.  That  tliis  Act  shall  be  null  and  void  unless  the 
dam  herein  authorized  be  commenced  within  one  3^ear 
and  be  completed  within  three  years  from  the  time  of  the 
passage  of  this  Act. 
Amendment.  Sec.  4.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 
Approved,  Marph  3,  1905. 


STATUTES   RELATING   TO   WATER   POWER  *  623 

Chap.  8. — An  Act  To  amend  an  Act  entitled  "An  Act  permit-      February   i, 
ting  the  building  of  :i  dam  across  the  Mississippi  River  near  tlio  ^^[^'  j^  jqqq  i 

village   of    Bemidji,    in    Beltrami    County,    Minnesota,"    approved '- — — 1 

March  third,  nineteen  hundred  and  five.  [Public, No. 8.1 

Vol.  35,  p.  3. 

Be  if  enacted  hy  the  Senate  and  House  of  Representa- 
tives of  the  United  States  of  America  in  Congress  assem- 
hied,  That  the  time  limited  in  ^Yhich  to  complete  the  j^.^^^j.^s'ssippi 
clam  authorized  by  the  Act  entitled  "An  Act  permitting  Time  estend- 
the  building-  of  a  dam  across  the  Mississippi  River  ^ear^J\^„J,y  ^f^^. 
the  village  of  Bemidji,  Beltrami  County,  Minnesota,"  ^i^on^as, etc.,  at 
approved  March  third,  nineteen  hundred  and  five,  be,  ^ vol''.33,'"p! 
and  the  same  is  hereby^  extended  for  a  period  of  one  year.  ^^^'^'  amended. 

Approved,  February  1,  1908. 


(22) 

Chap.  2575. — An  Act  Permitting  the  building  of  a  dam  across  the    June4, 1906. 
Mississippi  River  near  the  city  of  Bemidji,  Beltrami  County,  Minne-     ^°'' ^'^' P" ^^^' 
sota.  [H.  R.  1802G.] 

[Public,    No. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That  ^}^^^^  s  i  s  s  i  p  p  i 
the  consent  of  Congress  is  hereby  granted  to  William  wniiamR.Mor- 
R.  Morrison  and  H.  W.  Haines  to  build  a  dam  across  h a?n e s  ^Lay 
the  Mississippi    River  near   the    city  of   Bemidji,  Min-^am'_  near  Be- 
nesota,  between  the  point  where  the  same  crosses  the    '  "''' 
west  line  of  township  one  hundred  and  forty-five,  range 
thirty-five,  and  the  point  where  said  river  crosses  the 
north  line  of  said  township  in  Hubbard  County,  Minne- 
sota, for  the  development  of  water  power  and  such  works 
and  structures  in  connection  therewith  as  may  be  neces- 
sary or  convenient  in  the  development  of  such  power  and 
in  the  utilization  of  the  power  thereby  developed:  Pro-    Provisos. 
vided,  That  the  plans  for  the  construction  of  said  dam  war°\o '^approve 
and  appurtenant  works  shall  be  submitted  to  and  ap- p'*^"®- ®^'^- 
proved  by  the  Chief  of  Engineers  and  the  Secretary  of 
War  before  the  commencement  of  the  construction  of 
the  same:  And  provided  further,  That  the  said  William  R.    changes. 
Morrison  and  H.  W.  Haines,  their  heirs,  administrators, 
and  assigns,  shall  not  deviate  from  such  plans  after  such 
approval,  either  before  or  after  the  completion  of  said 
structure,  unless  the  modification  of  said  plans  shall  have 
previously  been  submitted  to  and  received  the  approval 
of  the  Chief  of  Engineers  and  of  the  Secretary  of  War: 
And  provided  further.  That  there  shall  be  placed  and    sluiceway. 
maintained  in  connection  with  said  dam  a  sluiceway,,  so 
arranged  as  to  permit  logs,  timber,  and  lumber  to  pass 
around,  through,  or  over  said  dam  without  unreasonable 
delay  or  hindrance  and  without  toll  or  charges :  And  pro-    ^''^^^• 
vided  further,  That  the  dain  shall  be  so  constructed  that 
the  Government  of  the  United  States  may  at  any  time 
construct  in  connection  therewith  a  suitable  lock  for  navi- 
gation purposes,  and  may  at  any  time,  without  compensa- 


624  REPORT    OF    THE   INLAND    ^WATERWAYS    COMMISSION 

tion,  control  the  said  dam  so  far  as  shall  be  necessary  for 
purposes  of  navigation,  but  shall  not  destroj^  the  water 
power  developed  by  said  dam  and  structures  to  any 
greater  extent  than  may  be  necessary  to  provide  proper 
facilities  for  navigation;  and  that  the  Secretary  of  War 
may  at  any  time  require  and  enforce,  at  the  expense  of 
the  owners,  such  modifications  and  changes  in  the  con- 
struction of  such  a  dam  as  he  may  deem  advisable  in  the 

ights^^^^^  ^^"'^ interests  of  navigation:  And  fromded further,  That  suit- 
able fishways  and  lights,  to  be  approved  by  the  Secretary 
of  Commerce  and  Labor,  shall  be  constructed  and  main- 
tained at  said  dam  by  William  R.  Morrison  and  H.  W. 
Haines,  their  heirs,  administrators,  and  assigns. 
Litigation.  ^Y.c.  2.  That  in  case  any  litigation  arises  from  the  build- 

ing of  said  dam  or  from  the  obstructions  of  said  river  by 
said  dam  or  appurtenant  works,  cases  may  be  tried  in  the 
proper  courts  as  now  pro"vaded  for  that  purpose  in  the 
State  of  Minnesota  and  m  the  courts  of  the  United  States : 

jJt&n^^eA^^^^  P'^^ovided,  That  nothing  in  this  Act  shall  be  so  construed 
as  to  repeal  or  modify  any  of  the  provisions  of  law  now 
existing  in  reference  to  the  protection  of  the  navigation 
of  rivers  or  to  exempt  said  structures  from  the  operation 
of  the  same. 

piS.  °^  ''°™'  Sec.  3.  That  this  Act  shall  be  null  and  void  unless  the 
dam  herein  authorized  be  commenced  within  one  year  and 
be  completed  within  three  years  from  the  time  of  the  pas- 
sage of  this  Act. 
Amendment  Sec.  4.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 
Approved,  June  4,  1906. 


(23) 

Apr.  15, 1886.         Chap.  49. — An  Act  To  authorize  the  Mississippi  Water- Power  and 
v  0  ■  2  , p.  1  .      Boom  Company,  of  Brainard  [Brainerd],  Minnesota,  to  construct  a  dam 
across  the  Mississippi  River. 

Be  it  enacted  hy  tlie  Senate  and  House  of  Representatives 
uHs^lippimvcl  of  the  United  States  of  America  in  Congress  assembled,  That 
may  lie  built  by  the  couseut  of  the  Government  is  hereby  given  to  the 
witer'-pVw  or  Mississippi  Water-Powcr  and  Boom  Company  of  Brain- 
BrainerTMikii°^^^^^'  -^^^^^^®*^^^'  ^^  coustruct  across  the  Mississippi  River, 
at  some  point  not  more  than  two  miles  from  the  limits 
of  said   cit}^  of  Brainard,  to  be   approved  by  the  Sec- 
canai    an  dietary  of  War,   a  dam,   canal   and   the    appurtenances 
"  ^^'  thereof,  for  water-power  and  other  purposes,  and  in  con- 

nection there\\'ith  a  wagon  and  foot  bridge  for  public 
Provisos.         travel:  Provided,  That  the  Government  of  United  States 
may  at  any  time  construct  in  connection  therewith  a 
Lock.  suitable    lock    for    navigation    purposes:  Provided    also, 

Government  That  the  Government  of  the  United  States  may  at  any 

may  take  posses- J"  ,1  •  p-ii  1  i.ii.u'  £ 

sion.  time  take  possession  oi  said  dam  and  control  the  same  tor 

purposes   of  navigation,    by   paying  said   company   the 
actual  cost  of  the  same,  but  shall  not  do  so  to  the  destruc- 


STATUTES  EELATING    TO    WATER  POWER  625 

tion  of  the  water-power  created  by  said  dam:  Provided 
further,  That  the  Secretary  of  War  may  at  any  time  re- 
quire and  enforce,  at  the  expense  of  the  owners,  such  mod- 
ification and  changes  in  the  construction  of  said  clam  as 
he  may  deem  advisable  in  the  interests  of  navigation;  Navigation. 
and  that  said  chim  shall,  if  necessary,  be  so  built  that  boats 
and  rafts  may  pass  through  the  same,  without  the  impo- 
sition of  any  toll  or  charge:  And  j/rovided  farther,  That  Litigation, 
all  suits  relative  to  any  obstruction  of  navigation  arising 
from  said  dam  ma}^  be  tried  in  the  United  States  circuit 
and  district  courts  for  Minnesota. 

Sec.  2.  That  the  right  to  alter,  amend,  or  repeal  this  act    Right     to 
is  hereby  expressly  reserved  without  any  claim  of  anysSved.'  *'"^'  ^"^ 
kind  arising  in  favor  of  any  party  in  consequence  of  such 
amendment  or  repeal. 

Approved,  April  15,  1886. 


(24) 

Chap.  3302.— An  Act  Permitting  the  building  of  a  dam  across  the  June  14, 1906. 
Mississippi  River  at  or  near  the  village  of  Clearwater,  Wright  County,  ^  Q^-  34,  p.  2u6. 
Minnesota.  [ll.  R.  17455.] 

[Public,  No. 

Be  it  enacted  by  the  Senate  and  House  of  Representatives  ^ 
of  the  United  States  of  America  in  Congress  assembled,  Th.a.t  -^^l^^^^^^^^^ 
the  consent  of  Congress  is  hereby  granted  to  The  Mis-    The  Mississip- 
sissippi    River   Power   Company,    a   corporation   organ- company  mTy 
ized  under  the  laws  of  the  State  of  Minnesota,  its  succes- <^'^™'   xA^S^^''^'^" 

,  .  I'll  1  1        K  f      •      •        •  water,  Minn. 

sors  and  assigns,  to  build  a  dam  across  the  Mississippi    voi.34,p.i235. 
River  above  the  mouth  of  Clearwater  River,  at  or  near 
the  village  of  Clearwater,  Wright  County,  Minnesota,  for 
the  development  of  water  power,  and  such  works  and 
structures  in  connection  therewith  as  may  be  necessary 
or  convenient  in  the  development  of  said  power  and  in 
the  utilization  of  the  power  thereby  developed :  Provided,    Provisos. 
That  the  plans  for  the  construction  of  said  dam  and  appur-    secretary    of 
tenant  works  shall  be  submitted  to  and  approved  by  the  plans,  etc!^^'°^° 
Chief  of  Engineers  and  the  Secretary  of  War  before  the 
commencement  of  the  construction  of  the  same:     And 
provided  further,  That  The  Mississippi  River  Power  Com-    Modiflcation  of 
pany,  its  successors  or  assigns,  shall  not  deviate  from  such  p^*^"^®- 
plans  after  such  approval,  either  before  or  after  the  com- 
pletion of  said  structures,  unless  the  modification  of  said 
plans  shall  have  previously  been  submitted  to  and  re- 
ceived the  approval  of  the  Chief  of  Engineers  and  of  the 
Secretary  of  War:   And-  provided  further.  That  there  shall 
be  placed  and  maintained  in  connection  with  said  dam  a 
sluiceway  so  arranged  as  to  permit  logs,  timber,  and  lum-    sluiceway. 
ber  to  pass  around,  through,  or  over  said  dam  without 
unreasonable   delay   or  hindrance   and  without   toll   or 
charges:    And  provided  further,  That  the  dam  shall  be  so    Lock. 
constructed  that  the  Government  of  the  United  States 
may  at  any  time  construct  in  connection  therewith  a  suit- 


626         Report  of  the  inland  waterways  commission' 

able  lock  for  navigation  purposes,  and  may  at  any  time, 

Control  of  dam  without  Compensation,  control  the  said  dam  so  far  as 

by  umtea states,  gj^^lj  1^^  necessary  for  purposes  of  navigation,  but  shall 

not  destroy  the  water  power  developed  by  said  dam  and 

Changes.  structures  to  any  greater  extent  than  may  be  necessary 
to  provide  proper  facilities  for  navigation,  and  that  the 
Secretary  of  War  may  at  any  time  require  and  enforce, 
at  the  expense  of  the  owners,  such  modifications  and 
changes  in  the  construction  of  such  dam  as  he  may  deem 
advisable  in  the  interests  of  navigation:    And  provided 

Fishways.  further,  That  suitable  fishways,  to  be  approved  by  the 
Secretary  of  Commerce  and  Labor,  shall  be  constructed 
and  maintained  at  said  dam  by  The  Mississippi  River 
Power  Compan}^,  its  successors  or  assigns. 

Litigation.  Sec.  2.  That  in  case  any  litigation  arises  from  the 

building  of  said  dam,  or  from  the  obstruction  of  said  river 
by  said  dam  or  appurtenant  works,  cases  may  be  tried  in 
the  proper  courts,  as  now  provided  for  that  'purpose  in 
the  State  of  Minnesota  and  in  the  courts  of  the  United 

Existing  laws  States:    Provided,  That  nothing  in  this  Act  shall  be  so 

not  affected.  .  i  <  i  i-i*  £2.^  •   •  £ 

construed  as  to  repeal  or  modify  any  or  the  provisions  or 
law  now  existing  in  reference  to  the  protection  of  the 
navigation  of  rivers  or  to  exempt  said  structures  from 
the  operation  of  same. 
stmSfon"^  con-     Sec.  3.  That  this  Act  shall  be  null  and  void  unless  the 
dam  herein  authorized  be  commenced  within  one  year  and 
completed  within  three  years  from  the  time  of  the  passage 
of  this  Act. 
Amendment.        Sec.  4.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 
Approved,  June  14,  1906. 

Vol'  ^'sT^'  p.     Chap.  2546.— An  Act  To  amend  an  Act  entitled  "An  Act  permitting 
1235.  '        '        '  the  building  of  a  dam  across  the  Mississippi  River  at  or  near  the  village 
R  2571-1    ^^  Clearwater,  Wright  County,  Minnesota,"  approved  June  fourteenth, 
[Public,     No  .nineteen  hundred  and  six. 

205.] 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

TAiasisaiTppiof  the  United  States  of  America,  in  Congress  assembled,  That 

^Ttoe  extended  sectioii  three  of  ail  Act  entitled  '  'An  Act  permitting  the 

wlt^er^mnn.''^'^'^' building  of  a  dam  across  the  Mississippi  Eiver  at  or  near 

the  village  of  Clearwater,  Wright  County,  Minnesota," 

approved  June  fourteenth,  nineteen  hundred  and  six,  be, 

and  the  same  herebv  is,  amended  so  as  to  read  as  follows: 

8tSfon°^  """"     ''Sec.  3.  That  this  Act  shall  be  null  and  void  unless 

Vol.  34,  p.  267,  the  construction  of  the  dam  hereby  authorized  is  com- 

amen     .  menccd  within  one  year  from  June  fourteenth,  nineteen 

hundred  and  seven,  and  completed  within  tliree  years 

thereafter." 

Approved,  March'2,  1907. 


STATUTES  RELATING   TO   WATER   POWER  627 

(25) 

[At  Des  Moines  Rapids.] 

Chap.  30. — An  Act  Granting  to  the  Des  Moines  Rapids  Power  Cora-    v*=^|f'  ^^^|- 
pany  the  right  to  erect,  construct,  operate,  and  maintain  a  wing  dam,       o  •  28,  p.  38. 
canal,  and  power  station  in  the  MissiSvsippi  River  in  Hancock  County, 
Illinois. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That  p^?^  Moines 
the    assent    of   Congress    is    hereby  given    to    the    Des  co.^' may   buiw 
Moines  Rapids  Power  Company,  a  corporation  created  gjppj- |j*j';;^^'|,f^" 
and  organized  under  the  laws  of  the  State  of  Ilhnois, 
its  successors  and  assigns,  to  erect,  construct,  operate, 
and  maintain  a  canal  along  the  east  bank  of  the  Missis- 
sippi River,   between  Nauvoo   and   Hamilton,  in  Han- 
cock County,  in  the  State  of  Illinois,  to  erect,  construct, 
operate,  and  maintain  a  power  station  thereon,  and  to 
project,  erect,  construct,  operate,  and  maintain  a  wing 
dam  five  hundred  feet  into  the  river  from  the  head  of  said 
canal,  and  to  make  such  other  improvements  as  may  be 
necessary  within  said  limit  for  the  development  of  water 
power  and  the  generation,  use,  and  transmission  there- 
form  [sic]  of  electric  energy  and  power  at,  in,  and  upon 
the  Des  Moines  Rapids  of  the  jMississippi  River:  Provided,    Provisos. 
That  the  constructions  hereby  authorized  do  not  in  any    Navigation  not 
way  interfere  with  the  existing  low-water  channel  over  the  o^'st'''^''t«d. 
Des  Moines  Rapids,  or  with  any  interests  of  navigation: 
A7id  provided  further,  That  until  the  plans  and  locations  ^^,|^^c^"^^^t^^y    of 
of  the  works  herein  authorized,  so  far  as  they  affect  the  plans,  etc. 
interests  of  navigation,  have  been  approved  by  the  Sec- 
retary of  War  the  canal  shall  not  be  commenced  or  built.    ^,   nimence- 

Sec.  2.  That  this  act  shall  be  null  and  void  if  actual  ment  and  com- 
construction  of  the  works  herein  authorized  be  not  com-  ^^^^^°^- 
menced   within   two  3^ears   and  completed  %\dthin  four 
years  from  the  date  hereof. 

Sec.  3.  That  the  right  to  alter,  amend,  or  repeal  this  ^^-^  ^ « » ^ment. 
act  is  hereby  expressly  reserved. 

Approved,  February  24,  1894. 


(26) 

[At  Des  Moines  Rapids.J 

Chap.    346.— An   Act   Granting  to   Keokuk  and   Hamilton   Water    ^''^.f^' ^^"l^. 
Power  Company  right  to  construct  and  maintain  wing  dam,  canal,  — °      '  P' — - 
and  power  station  in  the  Mississippi  River  in  Hancock  County,  Illinois. 

Be  it  enacted  by  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That  nSnton  water 
the  assent  of  Congress  is  hereby  given  to  the  Keokuk  Power  ^co.  may 
and  Hamilton  Water  Power  Company,  a  corporation  sis^ppf  River 'fn 
created  and  organized  under  the  laws  of  the  State  of  Hancock  county, 
Illinois,  its  successors  and  assigns,  to  erect,  construct,  Voi.  33,  p.  so. 
operate,  and  maintain  a  canal  along  the  east  bank  of  the 


628  EEPORT    OF    THE   INLAND   WATERWAYS    COMMISSION 

Mississippi   River,   between   Nauvoo   and   Hamilton,   in 
Hancock  County,  in  the  State  of  Illinois,  to  erect,  con- 
struct, operate,  and  maintain  a  power  station  thereon, 
and  to  project,  erect,  construct,  operate,  and  maintain  a 
wing  dam  five  hundred  feet  into  the  river  from  the  head  of 
the  said  canal,  and  to  make  such  other  dams  and  im- 
provements as  may  be  necessary  within  said  limits  for  the 
development  of  water  power  and  the  generation,  use,  and 
transmission  therefrom  of  electric  energy  and  power  at, 
in,  and  upon  the  Des  Moines  Rapids  of  the  Mississippi 
Provisos.         River:    Provided,  That  the  construction  hereby  author- 
wSer''*'°chann7i"i26d  ^'^  i^ot  ui  any  Way  interfere  with  the  existing  low- 
Des  Moineswater  channel  over  the  Des  Moines  Rapids  or  with  the 
Approval"    o  f  interests  of  navigation :   And  provided  further,  That  until 
plans.  ^j^g  plans  and  location  of  the  works  herein  authorized,  so 

far  as  they  affect  the  interests  of  navigation,  have  been 
approved  by  the  Secretary  of  War  the  canal  or  other  im- 
provements shall  not  be  commenced  or  built. 
men^^lnd'^om:     Sec.  2.  That  this  Act  shall  be  null  and  void  if  actual 
pietion.  construction  of  the  works  herein  authorized  be  not  com- 

menced within   three  years   and   completed   within  six 
years  from  the  date  hereof. 
Amendment.        Sec.  3.  That  the  light  to  alter,  amend,  or  repeal  this 
Act  is  hereby  expressly  reserved. 
Approved,  February  8,  1901. 

Vol.  33,'p.  56!  Chap.  171. — An  Act  To  amend  an  Act  granting  to  the  Keokuk  and 
~  ■  Hamilton  Water  Power  Company  right  to  construct  and  maintain  a 

'fp'ubiic^^Vo  ^^™'  ^'^^  ^°  forth,  approved  February  eighth,  nineteen  hundred 
32.]  '         '  and  one. 

Be  it  enacted  hy  tJie  Senate  and  House  of  Representatives 


j^.^J^^^'^^ipp'o/f/i6  United  States  of  America  in  Congress  assemhled,  That 

Time  extended  the  Act  granting  to  the  Keokuk  and  Hamilton  Water 

Keoku™'  '''^'a'n^d  Power  Company  right  to  construct  and  maintam  wing 

Power^co  ^^ '^^'^^  ^^^^'  caual,  and  power  station  in  the  Mississippi  River 

Vol.  31,"  p.  764,  in  Hancock  County,  Illinois,  approved  February  eighth, 

amended.  nineteen  hundred  and  one,  be,  and  it  is  hereby,  amended 

as  follows:    In   section    two  of   said  Act  strike  out  the 

word  "three"  andmsert  the  word  "four"  in  lieu  thereof; 

also   strike    out    the  word  "six"  and    insert    the   word 

"seven"  in  lieu  thereof. 

Approved,  February  26,  1904. 

Feb.  9, 1905.  Chap.  566. — ^An  Act  Granting  to  the  Keokuk  and  Hamilton  Water 
Vol.  33,  p.  712.  Power  Company  rights  to  construct  and  maintain  for  the  improve- 
[H.  R.  15284.]  ment  of  navigation  and  development  of  water  power  a  dam  across  the 
[Public,  No.  65.] Mississippi  River. 

Be  it  enacted  hy  the  Senate  and  House  of  Bepresevtatives 

Yi^r^r^^^^^^^^^of  the  United  States  of  America  in  Congress  assembled,  That 

Keokuk   and  the  asscnt  of  ConOTess  is  hereby  given  to  the  Keokuk 

Hamilton  Water         i     tt         Mj.  ttt    i.  t")  r^  i* 

Power  Company  and  Hamilton  Water  rower  Company,  a  corporation 
Momct^"Rapids!  ^^^^t^*^^  ^^^  Organized  under  the  laws  of  the  State  of 
Iowa.  'Illinois,  its  successors,  and  assigns,  to  erect,  construct, 


STATUTES    RELATING    TO    WATER   POWER  629 

operate,  and  maintain  a  dam,  with  its  crest  at  an  eleva- 
tion of  from  thirty  to  thirty-five  feet  above  standard  low 
water,  across  the  Mississippi  River  at  or  near  the  foot  of 
the  Des  Moines  Rapids,  from  Keokuk,  Iowa,  to  Hamilton, 
Illinois,  and  to  construct,  operate,  and  maintain  power 
stations  on  or  in  connection  with  the  said  dam,  with  suit- 
able accessories  for  the  development  of  water  power,  and 
the  generation,  use,  and  transmission  therefrom  of  elec- 
tric energy  and  power  to  be  derived  from  the  Des  Moines 
Rapids  on  the  Mississippi  River:    Provided,  That  in  lieu    g''''^^f°''„  ^j 
of  the  three  locks  and  the  dry  dock,  with  their  appurte-of  lock  and  dry 
nances,  now  o^vned  and  operated  by  the  United  States,  at'^°''^'  ^^^' 
the  Des  Moines  Rapids  Canal,  the  said  Keokuk  and  Ham- 
ilton Water  Power  Company  shall  build,  coincidentally 
with  the  construction  of  the  said  dam  and  appurtenances, 
at  locations  approved  by  the  Secretary  of  War,  a  lock 
and  dry  dock  with  their  appurtenances;    the  said  lock    Restrictions. 
shall  be  of  such  a  kind  and  size  and  shall  have  such 
appurtenances  and  ecpiipment  as  shall  convenientl}^  and 
sately  accommodate  the  present  and  prospective  com- 
merce of  the  Mississippi  River ;   the  said  dry  dock  and  its 
appurtenances  shall  be  such  as  to  give  space,  facilities,  and 
conveniences  for  the  repair  of  vessels  at  least  equal  to 
those  afforded  by  the  existing  Government  dry  dock  and 
shops  at  the  Des  Moines  Rapids  (J!anal:    And  j)rovided 
further,  That  the  said  dam  and  appurtenant  works  shall jjg^.fg"^^-*^^"*'* '^ ** 
•be   so    designed,    located,    constructed,    maintained,  and 
operated,  and  the  said  lock  and  dry  dock,  with  their  ap- 
purtenances, shall  be  so  designed,  located,  constructed 
and  equipped,  as  to  permit  at  all  times  during  the  season 
of  navigation,  and  at  any  stage  of  water,  the  safe  and 
convenient  navigation  of  steamboats  and  other  vessels, 
or  of  rafts  and  barges,  through  the  portion  of  the  Missis- 
sippi River  now  occupied  by  the  Des  Moines  Rapids,  as 
well  as  through  the  entire  length  of  the  pool  formed  by 
the  said  dam:    And  iirovided  furtlier,  That  detailed  plans    secretarj'    of 
for  the  construction  and  operation  of  the  said  dam,  lock,  plans,  etc*^^™^  "^ 
dry  dock,  and  appurtenant  works,  shall  be  submitted  to 
and  approved  by  the  Secretary  of  War  before  the  com- 
mencement of  any  portion  of  the  said  works;    and  the    supervision  of 
said  works  shall  be  constructed  under  the  supervision  of  et^'"''*^'^ 
some  engineer  officer  of  the  Army  designated  for  that 
purpose,  and  that  after  the  approval  of  the  said  plans 
no  deviation  therefi'om  shall  be  made  without  the  prior 
approval  of  the  Secretary  of  War  of  any  such  deviation; 
And  provided  further.  That  compensation  shall  be  made  f^r damages!' ''^ 
by  the  said  Keokuk  and  Hamilton  Water  Power  Com- 
pany to  all  persons,  firms,  or  corporations  whose  lands  or 
other  property  may  be  taken,  overflowed,  or  otherwise 
damaged  by  the  construction,  maintenance,  and  opera- 
tion of  the  said  works  in  accordance  with  the  laws  of  the 
State  where  such  lands  or  other  property  may  be  situ- 
ated;  but  the  United  vStates  shall  not  be  held  to  have  in- th^°°"fT^^'|7e°i 
curred  any  liability  for  such  damages  by  the  passage  of  states. 


630  EEPOET   OF   THE   INLAND   WATERWAYS    COMMISSION 

Operation  of  t^^jg  Act:  And  i^Tovided  further ,  That  when  the  said  dam, 
dMk.  ^^  '^^lock,  dry  dock,  and  appurtenant  works  shall  have  been 
completed  to  the  satisfaction  of  the  Secretary  of  War,  the 
United  States  shall  have  the  ownership  and  control  of  the 
said  lock,  dry  dock,  and  their  appurtenances,  and  oper- 
ate and  maintain  the  same. 
navS'ti^n°°  *°  Sec.  2.  That  the  withdrawal  of  water  from  the  Missis- 
sippi River  and  the  discharge  of  water  into  the  said  river, 
for  the  purpose  of  operating  the  said  power  stations  and 
appurtenant  works,  shall  be  under  the  direction  and  con- 
trol of  the  Secretary  of  War,  and  shall  at  no  time  be  such 
as  to  impede  or  interfere  with  the  safe  and  convenient 
navigation  of  the  said  river  by  means  of  steamboats  or 

Proviso.         other  vessels,  or  by  rafts  or  barges:  Provided,  That  the 

Fishways.  said  Company  shall  construct  such  suitable  fishways  as 
may  be  required  from  time  to  time  by  the  Secretary  of 
Commerce  and  Labor. 

Cost  ofpC^oii-  gEc  3  That,  except  as  provided  for  below  in  this  sec- 
tion, the  Keokuk  and  Hamilton  Water  Power  Company 
shall  bear  the  entire  cost  of  locating,  constructing,  main- 
taining, and  operating  the  structures  and  appurtenances 

Provisos.        provided  for  in   this   Act:  Provided,   That   the   United 

Cost  of  super- States  shall  bear  the  cost  of  the  supervision  of  the  work 
by  an  engineer  officer  of  the  Army  as  provided  for  in  sec- 
tion one  of  this  Act,  and  also  the  cost  of  maintaining  and 
operating  the  lock  and  dry  dock  with  their  appurte- 
nances, after  their  completion  and  due  acceptance  by  the  • 
Secretary  of  War  on  behalf  of  the  United  Stsites:  And 

Power  plant,  provided  further,  That  the  Keokuk  and  Hamilton  Water 
Power  Company  shall  provide,  in  connection  with  such 
lock,  dr}^  dock,  and  appurtenances,  a  suitable  power  plant 
for  operating  and  lighting  the  same,  according  to  plans 
and  specifications  submitted  to  and  approved  by  the  Sec- 
retary of  War. 

Repeal  of  form-  ggc,  4.  That  the  Act  entitled  "An  Act  granting  to  the 
^"^v^i'si,?.  764.  Keokuk  and  Hamilton  Water  Power  Company  right  to 
construct  and  maintain  wing  dam,  canal,  and  power  sta- 
tion in  the  Mississippi  River  in  Hancock  County,  Illi- 
nois," approved  Februan,^  eighth,  nineteen  hundred  and 
one,  is  hereby  repealed. 

Time  of  con-  Sec.  5.  That  this  Act  shall  be  null  and  void  if  actual 
construction  of  the  works  herein  authorized  be  not  com- 
menced within  five  years  and  completed  within  ten  years 
from  the  date  hereof. 

Amendment.        §£0.  6.  That  the  right  to  alter,  amend,  or  repeal  this 
Act  is  hereby  expressly  reserved. 
Approved,  February  9,  1905. 


STATUTES   RELATING   TO   W4T'ER  POWER  631 

(27) 
Chap.  211.— An  Act  To  authorize  the  Grand  Rapids  Water  Power    ^f^-^'  ^^^ 


and  Boom  Company,   of  Grand  Rapids,   Minnesota,   to  construct  a. 
dam  and  bridge  across  the  Mississippi  River. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assemhled,  That  ^^^^^^  ^^^wer 
the  consent  of  Congress  is  hereby  granted  to  the  Grand  and   Boom  co. 
Rapids  Water  Power  and  Boom  Company,   of  Grand  MfsSplfiilver 
Rapids,  Minnesota,  its  successors  and  assigns,  to  con- at  Grand  Rapids, 
struct  across  the  Mississippi  River,  at  a  point  within  the    vof.  3i,  p.  33. 
hmits   of  the  village   of  Grand   Rapids,  ^linnesota,   to^at^r-poW^er 
be  approved  by  the  Secretary  of  War,  a*  dam,  canal,  and  purposes, 
works    necessarily    incident    thereto,    for    water-power 
purposes,  and  a  wagon  and  foot  bridge  if  desired  in  con- 
nection therewith  for  the  purpose  of  travel.     Said  dam 
shall  be  so  constructed  that  there  can  at  any  time  be 
constructed  in  connection  therewith  a  suitable  lock  for 
navigation  purposes :  Provided,  That  the  Government  of    ^^°^'/°*n,  e  n  t 
the  United  States  may  at  any  time  take  possession  of  control,  etc. 
said  dam  without  compensation  aud  control  the  same  for 
purposes  of  navigation,  but  shall  not  do  so  to  the  destruc- 
tion of  the  water  power  created  by  said  dam  to  any 
greater  extent  than  may  be  necessary  to  provide  proper 
facihties  for  navigation:    Provided  also,  That  said  damg^^°°^*'""^*'°°' 
shall  be  so  constructed  that  it  will  not  at  any  time  raise 
the  water  surface,  at  a  point  three  hundred  feet  above 
said  dam,  to  an  elevation  higher  than  the  floor  of  the 
sluices  of  the  reservoir  dam  built  by  the  Government  at 
Pokegama   Falls    on    the   Mississippi    River,    in   section 
thirteen,   township  fifty-live,   range  twenty-six  west  of 
the  fourth  principal  meridian,  ^Minnesota:    Prot^id'f'i?  /wr- j  Passage  of  saw 
ther,  That  said  dam  shall  be  so  constructed  as  to  provide 
for  the  free  passage  of  saw  logs  ^^■ithout  tolls  or  charges; 
and  the  said  company  shall  construct  and  maintain,  at 
its  own  expense,  suitable  fishways,  to  be  approved  by    Fishways. 
the  United  States  Fish  Commissioner;  and  the  said  com- 
pany", its  successors  and  assigns,  shall  make  such  change    Changes. 
and  modification  in  said  dam,  canal,  and  works  incident 
thereto,  and  said  bridge,  as  the  Secretary  of  War  may 
from  time  to  time  deem  necessary  in  the  interests  of  navi- 
gation, at  its  own  cost  and  expense :    Provided  further.    Litigation. 
That  in  case  any  litigation  arises  from  the  obstruction 
of  the  channel  by  said  dam,  canal,  and  works  incident 
thereto,  or  such  bridge,  the  case  may  be  tried  in  the 
proper  court  of  the  United  States  in  the  district  in  which 
said  works  are  situated. 

Sec.  2.  That  the  right  to  amend,  alter,  or  repeal  this    Amendment. 
Act  is  herebv  expressly  reserved. 

Sec.  3.  That  this  Act  shall  be  null  and  void  unless  said^j^c^o^^J^^^^^^l 
dam  herein  authorized  be  commenced  within  one  year  andpietion. 
completed  within  three  years  from  the  date  hereof. 

Approved,  February  27,  1899. 


632  EEPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

Feb.  27, 1900.        Chap.  26. — An  Act  To  amend  an  Act  entitled  "An  Act  to  authorize 
Vol.  31,  p.  33.    ^Yie  Grand  Rapids  Water  Power  and  Boom  Company,  of  Grand  Rapids, 
Minnesota,  to  construct  a  dam  and  bridge  across  the  Mississippi  River," 
approved  February  twenty-seventh,   eighteen  hundred  and  ninety- 
nine. 

Be  it  enacted  hy  the  Senate  and  House  of  Rei^resentatives 
Time  extended  oftlie  United  States  of  America  in  Congress  assembled,  That 
water'^Po^ver section  three  of  an  Act  entitled  "An  Act  to  authorize  the 
a°^s°°™%i*°  Grand  Rapids  Water    Power  and  Boom  Company,  of 
sissippi  River  at  Grand  Rapids,  Minnesota  to  construct  a  dam  and  bridge 
Grand      api  s,  ^^^.^^^  the  Mississippi  River,"  approved  February  twenty- 
seventh,  eighteen  hundred  and    ninety-nine,   is  hereby 
amended  so  as  to-read  as  follows: 
Vol.  30,  p.  904.       ug^^^  3_  rp^^  ^j^-g  ^^^  gj^^jj  ^^  ^^^ij  ^^^1  void  unless 

said  dam  herein  authorized  be  commenced  within  two 
years  and  completed  within  four  years  from  the  date 
hereof." 

Approved,  February  27,  1900. 


(28) 

Julys,  1886.         Chap.  623. — An  Act  To  authorize  the  improvement  of  the  water- 
Vol.  24,  p.  123.  po-^^er  of  the  Mississippi  River  at  Little  Falls,  Minnesota. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

Little  Falls  of  the  United  States  of  America  in  Congress  assembled,  That 

cl^*may°buiidit  shall  be  lawful  for  the  Little  Falls  Water-Power  Com- 

itttio  Fran's  Mit-  P^^y  of  Minnesota  to   improve  and  develop  the  water- 

sissippi     River,  power  in  the  Mississippi  River  at  Little  Falls,  in  the  State 

^"^°'  of  Minnesota,  by  constructing,  maintaining,  and  operating 

in    said   river,  at  said   Little   Falls,  dams,  piers,    sluice 

ways,  canals,  locks,  ponds,  breakwaters,  abutments,  and 

Provisos.        niill  sites  for  manufacturing  purposes.     Provided,  That 

there    shall    be    placed   and  maintained  in    connection 

Sluiceway, etc.,  with   Said    dam  and  other  works    a  sluice-way,  lock,  or 

logs.etT'^^^   °^  other  fixture    sufficient    and  so  arranged  as  to  permit 

logs,  timber,  and  lumber  to  pass  around,  through,  or  over 

said  dam  or  other  works  without  unreasonable  delay  or 

hindrance,  and  without  tolls  or  charges:    Provided  further. 

That  the  Secretary  of  War  may  at  any  time  require  such 

Changes.         changes  and  alterations  to  be  made  in  said  works,  at  the 

expense  of  said  water-power  company,  as  he  may  deem 

advisable  and  necessary  in  the  interest  of  navigation. 

Sec.  2.  That  the  right  to  alter,  amend,  or  repeal  this 
act  is  hereby  expressly  reserved. 
Approved,  July  3,  1886. 


(29) 

Mar.  5, 1898.         Chap.  37. — An  Act  Permitting  the  building  of  a  dam  between  Coon 
Vol.  30,  p.  253.  Rapids  and  the  north  limits  of  the  city  of  Minneapolis,  Minnesota, 
across  the  Mississippi  River. 

Be  it  enacted  hy  the  Senate  and  House  of  Reiwesentatives 
of  the  United  States  of  America  in  Congress  assembled,  That 
the  consent  of  Congress  is  hereby  granted  to  the  Twin 


STATUTES   RELATING    TO    WATER   POWER  633 

City  Rapid  Transit  Company,  its  successors  or  assigns,  j,jYd"  -ivansi^ 
to  construct  across  the  Mississippi  River,  at  any  point  co.  may  con- 
between  Coon  Rapids  and  the  north  hne  of  the  limits  uItoss  *^*^ifsfs- 
of  the  city   of  Minneapolis,  a   dam,   canal,    and  works ?'pp*  River  be- 

.-,''.       .  -,       ,     ,  1  ^     ,  p  ,  tween  Coon  Rap- 

necessarily  incident  thereto,  tor  water-power  purposes,  ids  and  Minne- 

The  said  dam  shall  be  so  constructed  that  there  can,  at '^^volsi,  p.  75. 

any  time,  be  constructed  in  connection  therewith  a  suit-    p^^r^^os 

able  lock  for  navigation  purposes:  Provided,  also,  That    Possession  by 

the  Government  of  the  United  States  may  at  any  time^*'^'"'°''°*''**^- 

take  possession  of  said  dam  and  appurtenant  works  and 

control  the  same  for  purposes  of  navigation  by  paying 

the  said  company  the  value  not  exceeding  the  actual  cost 

of  the  same,  but  shall  not  do  so  to  the  destruction  of  the 

water  power  created  by  said  dam  to  any  greater  extent 

than  may  be  necessary  to  provide  proper  facilities  for 

navigation :  Provided  further,  That  the  works  shall  be  con-  i^^s^^^^^  °'  ^'^^ 

structed  so  as  to  provide  for  the  free  passage  of  saw  logs. 

The  said  Twin  City  Rapid  Transit  Company  shall  make 

such  change  and  modification  in  the  works  as  the  Secre-    changes. 

tary  of  War  may  from  time  to  time  deem  necessary  in 

the  interests  of  navigation,  at  its  own  cost  and  expense: 

Provided  further.  That  in  case  any  litigation  arises  from  be^'*^^*  pederi^ 

the  obstruction  of  the  channel  by  the  dam,  canal,  or  ap- court. 

purtenant  works,  the  case  may  be  tried  in  the  proper 

Federal  court  of  the  United  States  in  which  the  works  are 

situated. 

Sec.  2.  That  the  right  to  amend,  alter,  or  repeal  this    Amendment. 
Act  is  hereby  expressly  reserved:    And  provided  further,    Proviso. 
That  suitable  fisnways,  to  be  approved  by  the  United    rishways. 
States    Fish    Commisioner,    shall    be    constructed    and 
maintained  at  said  dam  by  the  Twin  City  Rapid  Transit 
Company,  its  successors  or  assigns. 

Sec.  3.  That  this  Act  shall  be  null  and  void  unless  thej^2i*t"'a2d^?o'i^ 
dam  herein  authorized  be  commenced  within  two  years  pietion. 
and  completed  within  five  years  from  the  date  hereof. 

Approved,  March  5,  1898. 

Chap.  189. — An  Act  Permitting  the  building  of  a  dam  between  Coon    ^PF-J,^'  ^^• 
Rapids  and  the  north  limits  of  the  city  of  Minneapolis,  Minnesota,  '  P' 

across  the  Mississippi  River. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  inCongress  assembled,  That  ^'^  ^d'^T?an*sit 
the  consent  of  Congress  is  hereby  granted  to  the  Twinc9.,  may  dam 
City  Rapid  Transit  Company,  its  successors  or  assigns,  ^'coon^itilj'ids^ 
to    construct    across    the    Mississippi    River,    at    any  ^tc^^^  ' 

point  between  Coon  Rapids  and  the  north  line  of  the        '    '^' 
limits  of  the  city  of  Minneapolis,  a  dam,  canal,  and  works 
necessarily  incident  thereto,  for  water-power  purposes. 
The  said  dam  shall  be  so  constructed  that  there  can,  at  any 
time,  be  constructed  in  connection  therewith  a  suitable 
lock  for  navigation  purposes:  Provided,  also.  That  the    Provisos. 
Government  of  the  United  States  may  at  any  time  take    Government 
possession  of  said  dam  and  appurtenant  works  and  con- ''°°*'^°'' 
trol  the  same  for  purposes  ot  navigation  by  paying  the 

31673— S.  Doc.  325,  60-1 41 


634 


EEPORT    OF    THE   INLAND    WATERWAYS    COMMISSION 


logs 


said  company  the  value  not  exceeding  the  actual  cost  of 
the  same,  but  shall  not  do  so  to  the  destruction  of  the 
water  power  created  by  said  dam  to  any  greater  extent 
than  may  be  necessary  to  provide  proper  facilities  for 
Passage  of  saw  navigation:  Provided  further,  That  the  works  shall  be 
constructed  so  as  to  provide  for  the  free  passage  of  saw 
logs.  The  said  Twin  City  Rapid  Transit  Company  shall 
make  such  change  and  modification  in  the  works  as  the 
Secretary  of  War  may  from  time  to  time  deem  necessary 
in  the  interests  of  navigation,  at  its  own  cost  and  expense : 
Provided  further,  That  in  case  any  litigation  arises  from 
the  obstruction  of  the  channel  by  the  dam,  canal,  or 
appurtenant  works,  the  case  may  be  tried  in  the  proper 
Federal  court  of  the  United  States  in  wliich  the  works 
are  situated. 

Sec.  2.  That  the  right  to  amend,  alter,  or  repeal  this 
Act  is  hereby  expressly  reserved:  And  provided  further, 
That  suitable  fishways,  to  be  approved  by  the  United 
States  Fish  Commissioner,  shall  be  constructed  and  main- 
tained at  said  dam  by  the  Twin  City  Rapid  Transit  Com- 
pany, its  successors  or  assigns. 

Sec.  3.  That  this  Act  shall  become  null  and  void  unless 
the  dam  herein  authorized  be  commenced  on  or  before  the 
first  day  of  July,  nineteen  hundred  and  one,  and  be  com- 
pleted within  three  years  thereafter. 

Approved,  April  12,  1900. 


Changes. 


Litigation. 


Amendment. 

Proviso. 

Fishways. 


Commence- 
ment  and  com- 
pletion. 


June  25,  1906. 
Vol.  34,  p.  456. 

[S.  6451.] 
(Public,     N  o 
282.] 


Mississippi 
River. 

Commission  to 
report  on  use  of 
surplus  water, 
Miimesota. 


Composition. 


Scope. 


Use  for  com- 
mercial,  etc., 
power. 


(30) 

Chap.  3530. — An  Act  To  provide  for  a  commission  to  examine  and 
report  concerning  tlie  use  by  the  United  States  of  the  waters  of  the 
Mississippi  River  flowing  over  the  dams  between  Saint  Paul  and 
,  Minneapolis,  Minnesota. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That 
a  commission  is  hereby  created  to  examine  and  report  to 
the  Secretary  of  War,  for  transmission  to  Congress,  con- 
cerning the  use  of  the  surplus  water  which  shall  not  be 
needed  for  the  purposes  of  navigation  flowing  over  the 
dams  now  under  construction  by  the  United  States  in 
the  Mississippi  River  between  the  cities  of  Saint  Paul  and 
Minneapolis,  Minnesota. 

That  such  commission  shall  be  composed  of  one  oflScer 
of  the  Corps  of  Engineers  of  the  United  States  Army,  one 
officer  of  the  Quartermaster's  Department  of  the  United 
States  Army,  both  of  whom  shall  be  designated  by  the 
Secretary  of  War,  and  one  official  of  the  Treasury  Depart- 
ment, who  shall  be  an  expert  in  electrical  engineering,  who 
shall  be  designated  by  the  Secretarj^  of  the  Treasury. 

Sec.  2.  That  this  commission  shall  examine  and  report 
upon  the  following  propositions: 

First.  Whether  there  will  be  any  surplus  water  flowing 
over  said  dams  not  needed  for  the  purpose  of  navigation 
wliich  might  be  available  for  mechanical  or  commercial 
power. 


STATUTES  EELATING   TO    WATER   POWER  635 

Second.  Whether  such  power,  or  any  part  thereof,  could  J^°^  buiidL'g"' 
be  economically  utiHzed  for  furnishing  the  Hght  and  power  etc..    st.    Paui; 
now  needed  or  which  hereafter  may  be  needed  in  the  F^snem'ng""** 
buildings  and  property  of  the  United  States  at  Saint  Paul, 
Minneapohs,  and  Fort  Snelhng,  Minnesota,  and,  if  so,  to 
what  extent,  and  what  proportion  or  amount  of  the  avail- 
able power  could  be  so  utilized  by  the  United  States  or 
disposed  of  in  anv  manner  to  the  advantage  of  the  United 
States. 

Third.  If  it  shall  appear  to  said  commission  feasible  and    Plana  for  using 
economical  for  the  United  States  to  use  or  dispose  of  such^""'"'^' 
power  or  any  part  thereof,  then  said  commission  shall  re- 
port a  plan  or  plans,  with  terms  and  conditions  for  such 
use  or  disposition,  and  an  estimate  of  the  cost  thereof  to 
the  United  States. 

Sec.  3.  That  the  said  commission  shall  meet  at  such    Report. 
time  and  place  as  may  be  directed  by  the  Secretary  of 
War,  and  shall  transmit  said  report  witliin  two  years  after 
the  passage  of  this  Act. 

Approved,  June  25,  1906. 


(31) 

Chap.  3300. — An  Act  Permitting  the  building  of  a  dam  across  the    June  14, 1906. 
Mississippi  River  above  the  village  of  Monticello,   Wright  Coimty,     ^  ol-  34,  p.  264. 
Minnesota.  [S.  5357.] 

[Public,     N  o  . 

Be  it  enacted  by  the  Senate  and  House  of  Representatives -'^^■'i 
of  the  United  States  of  America  in  Congress  assembled,  That  j^^^^^^l^^ipp* 
the  consent  of  Congress  is  hereby  granted  to  The  Mis-   xheMississippi 
sissippi  River  Power  Company,  a  corporation  organized  compan/'°ma^y 
under  the  laws  of  the  State  of  Minnesota,  its  successors 'iani^-^^^,^^ 
and  assigns,  to  build  a  dam  across  the  Mississippi  River    voi.  34,  p  1235. 
between  the  township  of  Monticello,  in  Wright  County, 
Minnesota,  and  the  township  of  Becker,  in  Sherburne 
County,  Minnesota,  and  above  the  village  of  Monticello, 
in  said  Wright  County,  for  the   development  of  water 
power,   and    such  works   and    structures   in   connection 
therewith  as  may  be  necessary  or  convenient  in  the  devel- 
opment of  said  power  and  in  the  utilization  of  the  power 
thereby  developed:  Provided,  That  the  plans  for  the  con-    Provisos.^ 
struction  of  said  dam  and  appurtenant  works  shall  be  sub-  warTo'^Ipprove 
mitted  to  and  approved  by  the  Chief  of  Engineers  and  p'*^"^®'  ^*'^- 
the  Secretary  of  War  before  the  commencement  of  the 
construction   of   the   same:  And  provided  further.   That p,^jfg'^'fi<'*tion of 
The  Mississippi  River  Power  Company,  its  successors  or 
assigns,  shall  not  deviate  fi'om  such  plans  after  such  ap- 
proval, either  before  or  after  the  completion  of  said  struc- 
tures, unless  the  modification  of  said  plans  shall  have  pre- 
viousl}^  been  submitted  to  and  received  the  approval  of 
the  Chief  of  Engineers  and  of  the  Secretary  of  War: 
And  provided  further,   That  there  sliall  be  placed  and    sluiceway. 
maintained  m  connection  with  said  dam  a  sluiceway  so 
arranged  as  to  permit  logs,  timber,  and  lumber  to  pass 
around,  through,  or  over  said  dam  without  unreasonable 


636  REPORT    or   THE   INLAND   WATERWAYS    COMMISSION 

delay  or  hindrance,   and  without  toll  or  charges:  And 

Lock.  further  provided,  That  the  dam  shall  be  so  constructed 

that  the  Government  of  the  United  States  may  at  any 
time  construct  in  connection  therewith  a  suitable  lock  for 

Control  of  dam  navigation  purposes,  and  may  at  any  time,  without  com- 
by United  States.  pgj^ga^JQ|-i^  coutrol  the  Said  dam  so  far  as  shall  be  neces- 
sary for  purposes  of  navio;ation,  but  shall  not  destroy  the 
water  power  developed  by  said  dam  and  structures  to 
any  greater  extent  than  may  be  necessarj^  to  provide 
proper  facilities  for  navigation,  and  that  the  Secretary  of 
War  may  at  any  time  require  and  enforce,  at  the  expense 

Changes.  of  the  owucrs,  sucli  modifications  and  changes  in  the  con- 
struction of  such  dam  as  he  may  deem  advisable  in  the 
interests    of    navigation:    And    provided,    further,    That 

Fishways.  suitable  fishways,  to  be  approved  by  the  United  States 
Fish  Commission,  shall  be  constructed  and  maintained 
at  said  dam  by  The  Mississippi  River  Power  Company, 
its  successors  or  assigns. 

Litigation.  Sec.  2.  That  in  case   any  litigation  arises  from  the 

building  of  said  dam,  or  from  the  obstruction  of  said 
river  by  said  dam  or  appurtenant  works,  cases  may  be 
tried  in  the  proper  courts,  as  now  provided  for  that  pur- 
pose in  the  State  of  Minnesota  and  in  the  courts  of  the 

Mstfng  laws  United  ^States :  Provided,  That  nothing  in  this  Act  shall 
not  affected.  be  SO  construcd  as  to  repeal  or  modify  any  of  the  provi- 
sions of  law  now  existing  in  reference  to  the  protection  of 
the  navigation  of  rivers,  or  to  exempt  said  structures 
from  the  operation  of  same. 

Jtton  °^  '^°^'  ^^^-  ^-  "^^^^  ^^"^  ^^^  ^^^^^^  ^®  ^^^^  ^^^  '^^^^  unless  the 
dam  herein  authorized  be  commenced  within  one  year 
and  be  completed  within  three  years  from  the  time  of  the 
passage  of  this  Act. 

Amendment.        §^0.  4.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 
Approved,  June  14,  1906. 

Mar.  2, 1907.  Chap.  2545. — An  Act  To  amend  an  Act  entitled  ''An  Act  permitting 

Vol.  34,  p.  1235.  ^j^g  building  of  a  dam  across  the  Mississippi  River  above  the  village 
[H.  R.  25716.]  of  Monticello,  Wright  County,  Minnesota,"  approved  June  fourteenth, 
[Public,  No.  nineteen  hundred  and  six. 

204.] 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

m^er  ^ ' "  ^ '  PP'  of  the  United  States  of  America  in  Congress  assemhJed,  That 

Time  extended  scctiou  three  of  an  Act  entitled  "An  Act  permitting  the 

Monticdio,Minn!  building  of  a  dam  across  the  Mississippi   River  above 

the  village  of  Monticello,  Wright  County,  Minnesota," 

approved  June  fourteenth,  nineteen  hundred  and  six,  be, 

and  the  same  is  hereby,  amended  so  as  to  read  as  follows: 

st?iiSfon°^  con-     ''Sec  3.  That  this  Act  shall  be  null  and  void  unless  the 

Vol.  34,"  p.  205,  construction  of  the  dam  hereby  authorized  is  commenced 

amended.  within  ouc  year  from  June  fourteenth,  nineteen  hundred 

and  seven,  and  completed  within  three  years  thereafter." 

Approved,  March  2,  1907. 


STATUTES   RELATING   TO   WATER  POWER 


637 


(32) 

Chap.  2574. — An  Act  Permitting  the  building  of  a  dam  across  the 
Mississippi  River  in  the  county  of  Morrison,  State  of  Minnesota. 


June  4, 1906. 
Vol.  34,  p.  209. 


_  [H.  R.  17758.1 

Be  it  enacted  by  the  Senate  and  House  of  Hepresentatives  ^J^p^^^^^'  no. 
of  the  United  States  of  America  in  Congress  assembled,  That    m  i  s  s  i  s  s  i  ppi 
the  consent  of  Congress  is  hereby  granted  to  The  Pike  Rj^er.  ^_^^  ^^ 
Rapids  Power  Company,  a  Minnesota    corporation,  its  ids  Power  com- 
successors  or  assigns,  to  construct  and  maintain  across  Pfp"^j^ji^r^^^ 
the  Mississippi  River  a  dam,  canal,  and  works  ii^ces- ("oimt.v.^Minn.^^ 
sary  incident  thereto  for  water  power  and  supply  pur-      °  ■    '  p- 
poses   at  any  point   between   section  twenty,  township 
one  hundred  and  twenty-eight  north,  ran^e  twenty-nine 
west,    and   section  seventeen,   in   township   thirty-nine, 
range  tliirty-two,  in  Morrison  County,  Minnesota:  Pro-    Provisos, 
vided,  That  the  plans  for  the  construction  of  said  dam  wa'Ao 'approve 
and  appurtenant  works  shall  be  submitted  to  and  ap- p'*°^' '^*''- 
proved  by  the  Chief  of  Engineers  and  the  Secretarv  of 
War  before  the  commencement  of  the  construction  of  the 
same:  And  provided  further,  That   the   said   The   Pike    changes. 
Rapids  Power  Company,  its  successors  or  assigns,  shall 
not  deviate  from  such  plans  after  such  approval,  either 
before  or  after  the  completion  of  said  structures,  unless 
the  modifications   of  such   plans  shall  have   previously 
been  submitted  to  and  received  the  approval  of  the  Chief 
of  Engineers  and  of  the  Secretary  of  War:  And  provided 
further.  That  there  shall  be  placed  and  maintained  in 
connection  with  said  dam  a  sluiceway  so  arranged  as  to    sluiceway. 
permit  logs,  timber,  and  lumber  to  pass  around,  through, 
and  over  said  dam  without  unreasonable  delay  or  hin- 
drance, and  v/ithout  toll  or  charges:  And  provided  further, 
That  the  dam  shall  be  so  constructed  that  the  Govern- 
ment of  the  United  States  may  at  any  time  construct  in 
connection  therewith  a  suitable  lock  tor  navigation  pur- 
poses, and  may  at  any  time,  without  compensation,  con- 
trol the  said  dam  so  far  as  shall  be  necessary  for  the 
purposes  of  navigation,  but  shall  not  destroy  the  water 
power  developed  by  said   dam   and  structures   to   any 
greater  extent  than  may  be  necessary  to  provide  proper 
facilities  for  navigation,  and  that  the  Secret arj^  of  War 
may  at  any  time  require  and  enforce,  at  the  expense  of 
the  owners,  such  modifications  and  changes  in  the  con- 
struction of  said  dam  as  he  may  deem  advisable  in  the 
interests  of  navigation. 

Sec.  2.  That  suitable  fishways,  to  be  approved  b}'  the 
Secretary  of  Commerce  and  Labor,  shall  be  constructed 
and  maintained  at  said  dam  by  said  corporation,  its  suc- 
cessors or  assigns. 

Sec.  3.  That  in  case  any  litigation  arises  from  the  build- 
ing of  said  dam,  or  from  the  obstruction  of  said  river  by 
said  dam  or  appurtenant  works,  cases  may  be  tried  in 
the  proper  courts  as  now  provided  for  that  purpose  in  the 
State  of  Minnesota,  or  in  the  courts  of  the  United  States: 
Provided,  That  nothing  in  this  Act  shall  be  so  construed  ^^^^^^^'^^Ij'*'' 


Lock. 


Fishways. 


Litigation. 


638  EEPOKT    OF    THE   INLAND    WATERWAYS    COMMISSION 

as  to  repeal  or  modify  any  of  the  provisions  of  law  now 
existing  in  reference  to  the  protection  of  the  navigation  of 
rivers,  or  to  exempt  said  structures  from  the  operation  of 
same. 
Amendment.        Sec.  4.  That  the  right  to  amend,  alter,  or  repeal  this 

Time    of   com-  .  ^  y  '  l 

pietion.  Act  is  hereby  expressly  reserved;  and  the  same  shall  be- 

come null  and  void  unless  the  construction  of  the  dam 
hereby  authorized  is  commenced  within  one  year  after 
the  passage  of  this  Act  and  completed  within  three  years 
thereafter. 

Approved,  June  4,  1906. 

Mar.  2, 1907.  Chap.  2520.— An  Act  To  amend  an  Act  entitled  "An  Act  permit- 

'  P"         ting  the  building  of  a  dam  across  the  Mississippi  River  in  the  county 
[S.  8377.]  of  Morrison.   State  of  Minnesota,"   approved  June  fourth,   nineteen 

179^"^'"'^'     ■^  °  '  liuiidred  and  six. 

Be  it  enacted  by  the  Senate  and  House  of  Representatives 
M  i  s  sissippi  q/"  the  United  States  of  America  in  Congress  assemhled,  That 
^Ttae  extended  section  ouc  of   an  Act  entitled  ''An  Act    permitting  the 
to  The  Pike  Rap- building  of   a  dam  across  the  Mississippi  River  in  the 
pany  to  dam,  in  couiity  of  Morrisou,  State  of  Minnesota,"  approved  June 
Mfnn.^°°^°"°*^  fourth,   nineteen   hundred   and  six,  be,  and  the  same  is 
hereby,  amended  so  as  to  read  as  follows: 
Location.  "SECTION  1.  That  the  couscnt  of  Congress  is  hereby 

amende^d.'  ^"  ^°^'  granted  to  the  Pike  Rapids  Power  Company,  a  Minnesota 
corporation,  its  successors  or  assigns,  to  construct  and 
maintain  across  the  Mississippi  River  a  dam,  canal,  and 
works  necessary  incident  thereto  for  water  power  and 
supply  purposes   at   a  point   between  sections   twenty, 
twenty-nine,  and  thirty- two  in  towmship  one  hundred  and 
twenty-eight  north,  range  twenty-nine  west  of  the  fifth 
principal  meridian,  and  sections  seventeen  and  twenty,  in 
township  thirty-nine,  range  thirty-two  west  of  the  fourth 
principal    meridian,    in    Morrison    County,    Minnesota: 
Provisos.         Provided,   That  the  plans  for  the  construction  of  said 
wlr^'To '^approve  dam  and  appurtenant  works  shall  be  submitted  to  and 
plans,  etc.  approvcd  bv  the  Chief  of  Engineers  and  the  Secretary  of 

War  before  the  commencement  of  the  construction  of  the 
ciianges.         same:  And   provided  further,    That    the    said    the    Pike 
Rapids  Power  Company,  its  successors  or  assigns,  shall 
not  deviate  from  such  plans  after  such  approval,  either 
before  or  after  the  completion  of  said  structures,  unless 
the  modifications   of  such   plans  shall  have  previously 
been  submitted  to  and  received  the  approval  of  the  Chief 
Sluiceway.       of  Engineers  and  of  the  Secretary  of  War:  And  provided 
further,  That  there  shall  be  placed  and  maintained  in 
connection  with  said  dam  a  sluiceway  so  arranged  as  to 
permit  logs,  timber,  and  lumber  to  pass  around,  through, 
and  over  said  dam  without  unreasonable  delay  or  hin- 
Lock.  derance  {sici  and  without  toll  or  charges:  And  provided 

further.  That  the  dam  shall  be  so  constructed  that  the 
Government  of  the  United  States  may  at  any  time  con- 
struct in  connection  therewith  a  suitable  lock  for  naviga- 
tion i>urposes,  and  may  at  anv  time,  without  compensa- 


STATUTES   RELATING   TO    WATER   POWER  639 

tion,  control  the  said  dam  so  far  as  shall  be  necessary  for 
the  purposes  of  navigation,  but  shall  not  destroy  the 
water  power  developed  by  said  dam  and  structures  to  any 
greater  extent  than  may  be  necessary  to  provide  proper 
facilities  for  navigation,  and  that  the  Secretary  of  War 
may  at  any  time  require  and  enforce,  at  the  expense  of 
the  owners,  such  modifications  and  changes  in  the  con- 
struction of  said  dam  as  he  may  deem  advisable  in  the 
interests  of  navigation." 

Sec.  2.  That  section  four  of  said  Act  above  referred  to 
be,  and  the  same  is  hereby,  amended  so  as  to  read  as 
follows : 

"Sec.  4.  That  the  right  to  amend,  alter,  or  repeal  thiSgJXon°^  *''"'■ 
Act    is    hereby  expressly  reserved,  and  the  same  shall  g^jJ^'Jl^g^^^-  p-  ^^°' 
become  null  and  void  unless  the  construction  of  the  dam 
hereby  authorized  is  commenced  within  one  year  from 
June  first,  nineteen  hundred  and  seven,  and  completed 
within  three  3'ears  thereafter,  and  that  except  so  far  as 
may  be  otherwise  provided  in  this  Act,  the  provision  of    voi.  34,  p.  386. 
the  Act  of  Congress  entitled  'An  Act  to  regulate  the  con- 
struction of  dams  over  navigable  waters,'  approved  on 
the  twenty-first  day  of  June,  nmeteen  hundred  and  six, 
shall  be  applicable  to  the  construction  of  the  dam  pro- 
vided in  this  Act." 

Approved,  March  2,  1907. 


(33) 

Chap.  542.— An  Act  Permitting  the  building  of  a  dam  across  the    voh'ss^'p.^! 

Mississippi  River  between  the  counties  of  Wright  and  Sherburne,  in ^ — '-J. — L_ 

the  State  of  Minnesota.  IpuWi'/^" N  o 

47. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assem  hied,  That    m  i  s  s  i  s  s  i  ppi 
the  consent  of  Congress  is  hereby  granted  to  the  Min-    jiTiinesota 
nesota  Power  and  Trolley  Comi)any  (a  Minnesota  cor-Po;^er  ai^^Troi^- 
poration),   its   successors   or   assigns,  to   construct   andmaydam.inMin- 
maintain  across  the  Mississippi  River  a  dam,  canal,  andots^o^ 
works  necessarily  incident  thereto,  for  water-power  pur-    Location, 
poses,  at  any  point  between  section  seventeen  or  eighteen, 
in  township  one  hundred  and  twenty-one  north,  of  range 
twenty-three  west,  in  Wright  County,  and  section  six,  in 
to^\Tlship  thirty-two  north,  of  range  twenty-six  west,  in 
Sherburne  Coimty,  Minnesota:  Provided,  That  the  plans    ^^^'J^°^;.    „j 
for  the  construction  of  said  dam  and  appurtenant  works  war  to  approve 
shall  be  submitted  to  and  aj^proved  by  the  Chief  of  Engi-  p'*^"^-  ^^'^• 
neers  and  the  Secretary  of  War  before  the  commencement 
of  construction  of  the  same:  And  provided  further,  That 
the  said  Minnesota  Power  and  Trolley  Company,  its  suc- 
cessors or  assigns,  shall  not  deviate  from  such  p)lans  after 
such  approval,  either  before  or  after  the  completion  of  said 
structures,  unless  the  modification  of  said  plans  shall  have  pi^ifs*^^^*^''"' "' 
previously  been  submitted  to  and  received  the  approval 


640  REPORT   OF   THE  INLAND  WATERWAYS   COMMISSION 

of  the  Chief  of  Engineers  and  of  the  Secretary  of  War: 

Sluiceways  for^^^  provided  further,  Tliat  there  shall  be  placed   and 
ogs,  e  .  maintained  in  connection  with  said  dam  a  sluiceway  so 

arranged  as  to  permit  logs,  timber,  and  lumber  to  pass 
around,  through,  or  over  said  dam  without  unreasonable 
delay  or  hindrance  and  without  toll  or  charges:  And  pro- 
vided farther,  That  the  dam  shall  be  so  constructed  that 
the  Government  of  the  United  States  may  at  any  time 

Aids  to  naviga- construct  in  Connection  therewith  a  suitable  lock  for  navi- 
*'°""  gation  purposes,  and  may  at  any  time,  without  compen- 

sation, control  the  said  dam  so  far  as  shall  be  necessary 
for  purposes  of  navigation,  but  shall  not  destroy  the 
water  power  developed  by  said  dam  and  structures  to  any 
greater  extent  than  may  be  necessary  to  provide  proper 
facilities  for  navigation,  and  that  the  Secretary  of  War 
may  at  any  time  require  and  enforce,  at  the  expense  of  the 

Changes.  owucrs,  sucli  modifications  and  changes  in  the  construc- 
tion of  such  dam  as  he  may  deem  advisable  in  the  inter- 
ests of  navigation:  And  provided  further,  That  in  case 

Litigation.  any  litigation  arises  from  the  building  of  said  dam,  or 
from  the  obstruction  of  said  river  by  said  dam  or  appur- 
tenant works,  cases  may  be  tried  in  the  proper  courts,  as 
now  provided  for  that  purpose  in  the  State  of  Minnesota 

Existing  laws  and  ui  the  courts  of  the  United  States;  but  nothing  in 

not  modi  ed.      ^y^  ^^^  shall  be  SO  construcd  as  to  repeal  or  modify  any 

of  the  provisions  of  law  now  existing  in  reference  to  the 

protection  of  the  navigation  of  rivers  or  to  exempt  said 

structures  from  the  operation  of  same. 

Fishways.  Sec.  2.  That  suitable  fishways,  to  be  approved  by  the 

United  States  Fish  Commissioner,  shall  be  constructed 
and  maintained  at  said  dam  by  said  corporation,  its  suc- 
cessors or  assigns. 

Amendment.  Sec.  3.  That  the  right  to  amend,  alter,  or  repeal  this 
struatfon?^  ''"^"Act  is  hereby  expressly  reserved;  and  the  same  shall 
become  null  and  void  unless  the  construction  of  the  dam 
hereby  authorized  be  commenced  within  one  year  after 
the  passage  of  this  Act  and  completed  within  three  years 
thereafter. 

Approved,  March  12,  1904. 

Mar.  22, 1906.        Chap.  1128. — An  Act  Extending  the  time  for  the  construction  of 
Vol.  34,  p.  84.    ^2ie  dam  across  the  Mississippi  River  authorized  by  the  Act  of  Congress 
[H.  R.  15649.]    approved  March  twelfth,  nineteen  hundred  and  four. 
[Public,     No. 

63]  Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

uissiasipviof  the  United  States  of  America  in  Congress  assembled,  That 

^Ttae^xtraded  subject   to   all   the    other    provisions    contained   in  the 

d°am^(nlar"ot"e^^^^  ^^  Congrcss  entitled  "An  Act  permitting  the  build- 

go)by  Minnesota  ing  of  a  dam  across  the  Mississippi  River  between  the 

rercom%y.'°'' counties   of    Wright    and    Sherburne,    in    the    State    of 

amended^'  ^'  *^"' Minnesota/'  approved  March  twelfth,  nineteen  hundred 

and  four,  the  time  limitations  for  the  construction  and 

completion  of  the  dam  authorized  by  said  Act  are  hereby 

extended  until  December  thirty-first^  nineteen  hundred 

and  eight. 

Approved,  March  22,  1906. 


STATUTES  RELATING   TO   WATER  POWER  641 

(34) 
[Rock  Island,  Mississippi  River,  Moline  water  power.] 

Act  of  April  19,  1864  (Stats.  L.,  vol.  13,  p.  50),  relates 
exclusively  to  the  establishment  of  an  arsenal  at  Rock 
Island,  111.,  and  makes  no  specific  mention  of  water  power, 
and  is  therefore,  not  included  in  this  com])ilation,  it  being 
cited  here  simply  because  of  reference  being  made  to  it  by 
subsecjuent  laws  concerning  water  power. 

For  history  of  operations  bv  Ordnance  Department  con- 
cerning the  development  of  this  water  power  see  "A 
History  of  the  Rock  Island  Arsenal, "  etc.,  1877,  published 
by  the  Ordnance  Department,  United  States  Army. 

Act  of  June  27,  1866  (Stats.  L.,  vol.  14,  pp.  75  and  76), 
appropriates  SI 00,000  "to  secure  water  power  at  the  head 
or  Rock  Island.''     [See  next  to  last  paragraph  of  Section  4.] 

No.  54.  Joint  Resolution  to  enable  the  Secretary  of  War  to  carry  out 
an  agreement  in  relation  to  water  power  for  the  arsenal  at  Rock  Island. 

Be  it  resolved  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That 
the  Secretar}^  of  War  be,  and  he  is  hereb}^,  authorized 
and  empowered  to  carr^^  into  effect  the  recommendations 
of  the  commissioners  appointed  under  the  acts  of  April 
nineteen,  eighteen  hundred  and  sixty-four,  and  June 
twenty-seven,  eighteen  hundred  and  sixty-six,  relative 
to  the  Moline  Water  Company  and  the  water  power  at 
Rock  Island,  Illinois,  as  contained  in  the  report  of  said 
commissioners,  and  to  make  application  for  that  purpose 
of  the  money  heretofore  appropriated  for  securing  water 
power  at  the  head  of  Rock  Island. 

Approved,  March  2,  1867.     [Stats.  L.,  vol.  14,  p.  573.] 

No.  8.  Joint  resolution  to  appoint  a  commission  to  examine  into  the 
matter  of  contracts  made  by  and  between  the  United  States  and  the 
Moline  ^^'ater  Power  Company  as  to  the  water  power  at  Moline,  Illinois, 
and  to  report  to  Congress  as  to  same. 

Whereas  the  Moline  Water  Power  Company,  of  Moline 
in  the  State  of  Illinois,  complains  that  certain  contracts 
made  with  said  ('ompany  by  the  United  States,  through 
the  Secretary  of  War,  acting  under  the  authority  of  Con- 
gress have  not  been  carried  out  in  good  faith  in  develop- 
ing and  maintaining  the  water  power  at  said  town  of 
Moline  as  required  by  said  contracts,  and  that  by  reason 
of  such  failure  said  Company  has  sustained  and  is  sus- 
taining large  damages,  therefore. 

Resolved,  hy  the  Senate  and  House  of  Representatives  of 
the  United  States  of  America  in  Congress  assemUed,  That 
the  Secretary  of  War  be,  and  he  is  hereby,  authorized  and 
required  to  appoint  a  commission  to  consist  of  three 
competent  civil  engineers,  one  of  whom  shall  be  the  Chief 
of  Engineers  of  the  United  States  Army,  whose  duty  it 
shall  be  to  examine  into  the  subject-matter  of  said  con- 
tracts, made  by  and  between  the  United  States,  as  afore- 


642  REPORT   OF    THE   INLAND   WATERWAYS   COMMISSION 

said,  and  the  said  Water  Power  Company,  as  to  said  water 
power,  and  the  development  and  maintenance  of  the  same, 
and  to  report  to  the  Congress  of  the  United  States  at  its 
next  session,  what  if  anything  is  necessary  to  be  done  by 
the  United  States  to  carry  out  in  good  faith  said  con- 
tracts, and  to  reHeve  said  Water  Power  Company  from 
its  alleged  grievances.  Said  report  to  be  submitted 
through  the  Secretar}^  of  War,  to  the  Congress  of  the 
United  States  at  the  commencement  of  its  next  session; 
and  to  be  directed  to  the  Speaker  of  the  House  of  Repre- 
sentatives. 

Approved,  March  3,  1877.     [Stats.  L.,  vol.  19,  p.  410.] 

[Extract  from  sundry  civil  act  approved  March  3, 1879.    Stats.  L.,  vol.  20,  p.  387.] 

That  the  Secretary  of  War  is  hereby  authorized  and 
empowered  to  lease  the  water  power,  at  Moline,  or  such 
portion  as  may  be  agreed  upon,  to  the  Moline  Water  Power 
Company  upon  such  terms  and  conditions  and  for  such 
term  of  3^ears  as  may  be  agreed  upon,  if  the  same  can  be 
done  consistently  with  the  interests  of  the  Government 
of  the  United  States.  Said  lease  to  be  made  upon  the 
condition  that  the  said  Moline  Water  Power  Company 
shall  go  on  and  complete  the  development  of  the  water 
power  and  maintain  it  at  its  own  cost  and  expense. 

[Extract  from  joint  resolution  approved  June  20,  1879.    Stats.  L.,  vol.  21,  p.  51.] 

That  the  following  paragraph  in  said  act  sundry  civil 
act  approved  March  3, 1879 — see  extract  above — ,  namely: 
"That  the  Secretary  of  War  is  hereby  authorized  and  em- 
powered to  lease  the  water  power  at  Moline,  or  such  portion 
as  may  be  agreed  upon,  to  the  Moline  Water  Power  Com- 
pany, upon  such  terms  and  conditions,  and  for  such  term 
of  years,  as  ma}^  be  agreed  upon,  if  the  same  can  be  done 
consistently  with  the  interests  of  the  Government  of  the 
United  States;  said  lease  to  be  made  upon  the  condition 
that  the  said  Moline  Water  Power  Company  shall  go  on 
and  complete  the  development  of  the  water  power  and 
maintain  it  at  its  own  cost  and  expense,"  be, and  the  same 
is  hereby,  repealed. 


(35) 

[At  Rock  Island  Rapids.] 

Vol  k,  p-^W     Chap.  860.— An  Act  Granting  to  the  Davenport  Water  Power  Com- 

^^ — '■ — '- '  pany  rights  to  construct  and  maintain  a  canal,  power  station,  and 

f p  vy^'\i   82 1  ^PP^irtenant  worlis  in  the  Mississippi  River,  in  Scott  County,  Iowa. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
}s.is si ssippi  of  the  United  States  of  America  in  Congress  assembled ,  That 
^ Davenport  the  asscut  of  Congrcss  is  hereby  given  to  the  Davenport 
!!So^i^j£^r^?5t*l"  Water  Power  Companv,  a  corporation  created  and 
canal,  etc.  in  organized  under  the  laws  or  the  State  ot  iowa,  its  suc- 
lowa.  '^ "° ^ ^'  cessors  and  assigns,  to  erect,  construct,  operate,  and  main- 
tain a  canal   along   the   north   bank  of   the  Mississippi 


Unobstru  c  t  ed 


STATUTES  RELATING   TO   WATER  POWER  643 

River  between  Leclaire  and  Davenport,  in  Scott  County, 
in  the  State  of  Iowa,  to  erect,  construct,  operate,  and 
maintain  a  power  station  thereon,  and  to  project,  erect, 
construct,  operate,  and  maintain  such  dams  and  other  Dams, 
works  as  may  be  necessary  within  said  hmits  for  the 
development  of  water  power  and  the  generation,  use,  and 
transmission  therefrom  of  electric  energy  and  power  at, 
in,  and  upon  the  Rock  Island  Rapids  of  the  Mississippi 
River:  Provided,  That  the  said  canal  and  appurtenant  Provisos. 
works  shall  be  so  designed,  constructed,  and  operated  as  navfgation! 
not  to  interfere  in  any  way  with  the  safe  and  conven- 
ient navigation  of  steamboats  and  other  vessels  or  of 
rafts  and  barges  over  the  Rock  Island  Rapids,  at  any 
stage  of  water;  and  the  expense  of  any  reconstruction 
or  extension  of  or  addition  to  existing  works  for  the  im- 
provement of  navigation  on  the  said  Rock  Island  Rapids, 
which  may  be  found  necessary,  in  the  opinion  of  the  Sec- 
retary of  War,  on  account  of  the  construction,  mainte- 
nance, or  operation  of  the  said  canal  and  appurtenant 
works,  shall  be  borne  by  the  said  company,  its  successors, 
or  assigns,  under  conditions  to  be  prescribed  by  the  Sec- 
retary of  War:  And  provided  further,  That  detailed  secretary  of 
plans  for  the  construction  and  operation  of  the  said  canal  plans,  etc.^^™^^ 
and  appurtenant  works  shall  be  submitted  to  and  ap- 
proved by  the  Secretary  of  War  before  the  commence- 
ment of  the  construction  of  any  portion  of  the  said  works ; 
and  that  after  the  approval  of  the  said  plans  no  devia- 
tion therefrom  shall  be  made  without  the  prior  approval 
by  the  Secretary  of  War  of  the  said  deviation:  And  V^^' ^^^°^i^°i  .^^ 
vided  further,  That  the  said  works  and  appurtenances  Arsenal,  etc. 
shall  be  so  designed,  constructed,  and  operated  as  not  to 
overflow  or  otherwise  damage  the  lands  and  other  prop- 
erty of  the  United  States  at  Rock  Island  Arsenal,  or  in- 
jure or  diminish  the  water  power  of  the  United  States 
at  the  said  arsenal,  or  the  water  power  of  any  person, 
firm,  or  corporation  having  hydraulic  works  already  con- 
structed: A7id  provided  further.  That  before  entering  payment  of 
upon  the  construction  of  the  said  works,  compensation  ^^"^^^®^' 
shall  be  made  to  any  person,  firm,  or  corporation  whose 
lands  or  other  property  may  be  taken,  overflowed,  or 
otherwise  damaged  by  the  construction,  maintenance,  and 
operation  of  the  said  works,  in  accordance  with  the  laws 
of  the  State  where  such  lands  or  other  property  may  be 
situate. 

Sec.  2.  That  the  withdrawal  of  water  from  the  Missis- jjJ^,[otection  to 
sippi  River  and  the  discharge  of  water  into  the  said  river, 
for  the  purpose  of  operating  the  said  canal  and  appur- 
tenant works,  shall  be  under  the  direction  and  control  of 
the  Secretary  of  War,  and  shall  at  no  time  be  such  as  to 
impede  or  interfere  with  the  safe  and  convenient  naviga- 
tion of  the  said  river  by  means  of  steamboats  or  other 
vessels,  or  by  rafts  and  barges,  or  to  injure  or  diminish 
the  water  power  of  the  United  States  at  Rock  Island 
Arsenal,  or  the  water  power  of  any  person,  firm,  or  cor- 


644  REPORT   OF   THE   INLAND   WATERWAYS   COMMISSION 


Litigation. 


poration  having  hydraulic  works  already  constructed: 
^.'joytso*.^       Provided,  That  if  any  htigation  arises  from  the  construc- 
tion, operation,  or  maintenance  of  the  said  works,  or  from 
the  obstruction  of  any  part  of  the  Mississippi  River  by  the 
said  works  or  any  portion  thereof,  cases  may  be  tried  in 
the  proper  com"ts  as  now  provided  for  that  purpose  in  the 
States  of  Illinois  and  Iowa,  and  the  courts  of  the  United 
Fishways.       States:  Arid    'provided  further,  That    suitable    fishways 
shall  be  constructed  and  maintained  by  the  said  company 
its  successors  and  assigns,  at  such  of  the  dams  and  in  such 
manner  as  may  be  required  from  time  to  time  by  the 
United  States  Fish  Commission, 
stSon°*  '■0^-     Sec.  3.  That  this  Act  shall  be  null  and  void  if  actual 
construction  of  the  works  herein  authorized  be  not  com- 
menced Avdtliin  three  years  and  completed  within  six  years 
from  the  date  hereof. 
Amendment.        Seq  4    T^^t  the  right  to  alter,  amend,  or  repeal  this 
Act  is  hereby  expressly  reserved. 
Approved,  April  5,  1904. 

Feb.  5,  1907.  Chap.  461. — An  Act  To  amend  an  Act  granting  to  the  Davenport 

Vol.  4,  p.  876.  "w^ater  Power  Company  rights  to  construct  and  maintain  a  canal,  power 
[H.  R.  21677.]  Station,  and  appurtenant  works  in  the  Mississippi  River  in  Scott 
[PubUc,  No.  56.]  County,  Iowa. 

Be  it  enacted  by  the  Senate  and  House  of  Representatives 

Ri>er!^iow^a.^^^  ^/^  ^^^  United  States  of  America  in  Congress  assembled,  That 

Tim'e^extended  the  Act  granting  to  the  Davenport  Water  Power  Com- 

eanai  by  Daven-  pauy  rights  to  construct  and    maintain  a  canal,  power 

power^ Company  ^^^tion,  and  appurtenant  works  in  the  Mississippi  River 

between  Daven- in  Scott  Couuty,  lowa,  approved  April  fifth,  nineteen 

Claire.  ^°       ^hundred  and  four,  be,  and  it  is  hereby,  amended  as  fol- 

amended.'  ^'  ^^^'  ^^^^ '  I^i  section  three  of  said  Act  strike  out  the  word 

''three"  and  insert  the  word  '"six"  in  lieu  thereof;  also 

strike  out  the  word  "six"  and  insert  the  word  "nine"  in 

lieu  thereof. 

Approved,  February  5,  1907. 


(36) 
[At  Sauk  Rapids.] 

July  5'  188^-  Chap.  231. — An  Act  Granting  the  consent  of  Congress  to  the  Saint 

°  •     •  P-  ^°  •   Cloud  Water  Power  and  Mill  Company  to  construct  a  dam  across  the 
Mississippi  River  at  Saint  Cloud,  Minnesota. 

Be  it  enacted  by  the  Senate  and  House  of  Representatives 
o?T&m^'^ete^^^^^^  ?7m^ed!  States  of  America  in  Congress  assembled.  That 
across  'Missis- the  couscut  of  Cougress  is  hereby  granted  to  the  Saint 
Cloud,  Miim!,fu- Cloud  Water  Power  and  Mill  Company  to  construct 
thorized.  across  the  Mississippi  River,  at  some  point  within  the 

incorporated  limits  of  the  city  of  Saint  Cloud,  a  dam, 
canal,  and  works  necessarily  incident  thereto,  for  water- 
wagon  and  power  and  other  purposes,  and  in  connection  therewith  a 


STATUTES   RELATING   TO   WATER   POWER  645 

wagon  and  font-bridge  for  public  travel:  Provided,  Tbat    Not"to'  inter- 
said  dam  shall  be  so  constructed  as  not  to  interfere  with  fere   with   dam 
the  existing  dam  and  mill  at  Sauk  Kapids,  and  so  that  Rapids"  "^ '''*'"' 
the  Government  of  the  United  States  can  at  any  time 
construct  in  connection  therewith  a  suitable  lock  for  navi- 
gation purposes:  Provided  also,  That  the  Government  of    Rights  of 
the  United  States  may  at  any  time  take  possession  of  Goyemirient  o  t 
said  dam,  and  control  the  same  for  purposes  of  naviga-^served^*^*^^ 
tion,  by  paying  said  company  the  actual  cost  of  the  same, 
but  shall  not  do  so  to  the  destruction  of  the  water-power 
created  bv  said  dam:  Provided  further,  That  the  works    Proviso. 
be  constructed  so  as  to  provide  for  the  free  passage  of  saw  logs,  rafts, 
saw-logs  and  rafts,  and,  when  necessary,  to  permit  the''*^" 
passage   of  boats;  and,   further,   that   such   changes   or 
modifications  in  the  works  as  the  Secretary  of  War  may 
from  time  to  time  deem  necessary  in  the  interest  of  navi- 
gation shall  be  made,  at  the  expense  of  the  water-power 
company:  Provided  further.  That  in  case  of  any  litiga-    Proviso. 
tion  arising  from  the  obstruction  of  the  channel  by  the 
dam,  canal,  or  bridge,  the  cause  may  be  tried  in  the  dis- 
trict coiu-t  of  the  United  States  in  which  the  works  are 
situated. 

Sec.  2.  That  the  right  to  amend,  alter,  or  repeal  this  act 
is  hereby  expressly  reserved. 

Approved,  July  5,  1884. 


(37) 


Chap.  167. — An  Act  Permitting  the  building  of  a  dam  across  the  v^V'If'^^t' 
Mississippi  River  at  or  near  the  village  of  Sauk  Rapids,  Benton  County,  °  '  '^'  ' 
Minnesota.  [S.28l8.] 

[Public,       No. 

Be  it  enacted  by  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That  ^^f^/  s  i  s  s  i  p  p  i 
the  consent  of  Congress  is  hereby  granted  to  the  Sauk    sauk    Rapids 
Rapids  Water  Power  Company,  a  corporation  organized  m  a  y^  dTnY  a°t 
under  the  laws  of  the  Sta^te  of  Minnesota,  its  successors  ^^^^/^  ^  p  '  *^  ^  • 
and  assigns,  to  build  a  dam  across  the  Mississippi  River 
at  or  near  the  Sauk  Rapids,  so  called,  in  said  river,  and 
at  or  near  the  village  of  Sauk  Rapids,  Benton  County, 
Minnesota,   for  the  development  of  water   power,  and 
such  works  and  structures  in  connection  therewith  as 
may  be  necessary  or  convenient  in  the  development  of 
said  power  and  m  the  utilization  of  the  power  thereby 
developed:  Provided,  That  the  plans  for  the  construction    i^^^lfiry   of 
of  said  dam  and  appurtenant  works  shall  be  submitted  to  war  to  approve 
and  approved  by  the  Chief  of  Engineers  and  the  Sec-  ^  ^^^' 
retary  of  War  before  the  commencement  of  the  construc- 
tion of  the  same:  And  provided  further.  That  the  said p£"^'^^"'^t*<'° "^ 
Sauk  Rapids  Water  Power  Company,  its  successors  or 
assigns,   shall    not  deviate  from  such  plans  after  such 
approval,  either  before  or  after  the  completion  of  said 


646 


REPORT    OF    THE   INLAND    WATERWAYS    COMMISSION 


structures,  unless  the  modification  of  said  plans  shall 
have  previously  been  submitted  to  and  received  the  ap- 
proval of  the  Cliief  of  Engineers  and  of  the  Secretary 
Sluiceway  for  of  War:  And  provided  further,  That  there  shall  be  placed 
°^^'  ^  ^'  and  maintained  in  connection  with  said  dam  a  sluice- 

way so  arranged  as  to  permit  logs,  timber,  and  lum- 
ber to  pass  around,  through,  or  over  said  dam  without 
unreasonable  delay  or  hindrance  and  without  toll  or 
^_Aidstonaviga-(>i^g^j.ggs.  j^^^  provided  further,  That  the  dam  shall  be  so 
constructed  that  the  Government  of  the  United  States 
may  at  any  time  construct  in  connection  therewith  a  suit- 
able lock  for  navigation  purposes,  and  may  at  any  time, 
without  compensation,  control  the  said  dam  so  far  as 
shall  be  necessary  for  purposes  of  navigation,  but  shall 
not  destroy  the  water  power  developed  by  said  dam  and 
structures  to  any  greater  extent  than  may  be  necessary 
to  provide  proper  facilities  for  navigation,  and  that  the 
Secretary  of  War  may  at  any  time  require  and  enforce,  at 
the  expense  of  the  owners,  such  modifications  and  changes 
in  the  construction  of  such  dam  as  he  may  deem  advis- 
able in  the  interests  of  navigation:  And  provided  further, 
That  suitable  fishways,  to  be  approved  by  the  United 
States  Fish  Commission,  shall  be  constructed  and  main- 
tained at  said  dam  by  the  Sauk  Rapids  Water  Power 
Company,  its  successors  or  assigns. 

Sec.  2.  That  in  case  any  litigation  arises  from  the 
building  of  said  dam,  or  from  the  obstruction  of  said  river 
by  said  dam  or  appurtenant  works,  cases  may  be  tried 
in  the  proper  courts,  as  now  provided  for  that  purpose  in 
the  State  of  Minnesota,  and  in  the  courts  of  the  United 
States:  Provided,  That  nothing  in  this  Act  shall  be  so 
construed  as  to  repeal  or  modify  any  of  the  pro\'isions 
of  law  now  existing  in  reference  to  the  protection  of  the 
navigation  of  rivers,  or  to  exempt  said  structures  from 
the  operation  of  same. 

Sec.  3.  That  this  Act  shall  be  null  and  void  unless  the 
dam  herein  authorized  be  commenced  within  three  years 
and  be  completed  within  six  years  from  the  time  of  the 
passage  of  this  Act. 

Sec.  4.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 

Approved,  February  26,  1904. 

Mar.  2, 1907.         Chap.  2505.— An  Act  To  amend  an  Act  entitled  "An  Act  permitting 

Vol.  4,  p.  0c>8.  ^j^g  building  of  a  dam  across  the  Mississippi  River  at  or  near  the  xallage 

[S.  8400.]  of  Sauk  Rapids,   Benton  County.   Minnesota. ' '  approved   February 

,  J.^^^^^*^'      ^°"  twenty-sixth,  nineteen  himdred  and  four. 
164.|  -^ 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

Rive/^*^^'^^^  o/^/^e  United  States  of  America  in  Congress  assembled.  That 

Dam  at  s  a  u  k  section  three  of  an  Act  entitled  "An  Act  permitting  the 

Rapi  s,    Mirnie-  j^^jj^jjj^g  ^f  g^  dsLUi  across  the  Mississippi  River  at  or  near 

amended!'  ^'  ''^'  ^^^®  village  of  Sauk  Rapids,  Benton  County,  Minnesota," 

approved  February  twenty-sixth,  nineteen  hundred  and 


hanges. 


Fishways. 


Litigation. 


Proviso. 
Existing    laws 
not  modified. 


Time  of  con 
struction. 


Amendment. 


STATUTES  RELATING   TO    WATER   POWER  647 

four,  be,  and  the  same  is  hereby,  amended  so  as  to  read 
as  follows : 

"Sec.  3.  That  this  Act  shall  be  null  and  void  unless  the ^ JlfJ^^l^t^fon"! 
dam  herein  authorized  be  commenced  within  three  years 
and  six  months  and  be  completed  within  six  years  from 
the  time  of  the  passage  of  this  Act. " 

Approved,  March  2,  1907. 


(38) 

Chap.  591. — An  Act  Permitting  the  building  of  a  dam  across  the  Feb.  20,  1905. 
Mississippi  River  between  the  village  of  Sauk  Rapids.  Benton  County,  Vol-  33,  p.  <23. 
Minnesota,  and  the  city  of  Saint  Cloud.  Stearns  County,  Minnesota.  [S.  5972.] 

[Public,  No.  83.] 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled, Tha,t  -^f^.^^^^^^^^^^ 
the  consent  of  Congress  is  hereby  granted  to  the  Sauk    sauk  Rapids 
Rapids  Manufacturing  Company,  a  corporation  organized co^mpanj-  "may 
under  the  laws  of  the  State  of  Minnesota,  its  successors ^^^/^jg'^^jjl^"^ 
or  assigns,  to  build  a  dam  across  the  Mississippi  River 
at  the  Sauk  Rapids,  so  called,  in  said  river,  and  be- 
tween the  village  of  Sauk  Rapids,  in  Benton  County-, 
Minnesota,  and  the  city  of  Saint  Cloud,  or  an  addition 
thereof,  in  Stearns  County,  Minnesota,  for  the  develop- 
ment of  water  power,  and  such  works  and  structures  in 
connection  therewith  as  may  be  necessary  or  convenient  in 
the  development  of  said  power  and  in  the  utilization 
thereof:  Provided,  That  the  plans  for  the  construction  of   ^^^l^^l^^^    of 
said  dam  and  appurtenant  works  shall  be  submitted  to  war  to  approve 
and  approved  by  the  Chief  of  Engineers  and  the  Secre- p''*°'^' '^^''" 
tary  of  War  before  the  construction  of  the  same:  And 
provided  further,  That  the  said  Sauk  Rapids  Manuf ac-    >iodiflcation  of 
turing  Company,  its  successors  or  assigns,  shall  not  devi-^^"^' 
ate  materially  from  said  plans  after  such  approval,  either 
before  or  after  the  completion  of  said  structures,  unless 
the  modification  of  said  plans  shall  have  been  submitted 
previously  to  and  received  the  approval  of  the  Chief  of 
Engineers  and  of  the  Secretary  of  War:  And  provided 
further,  That  there  shall  be  placed  and  maintained  in    sluiceway. 
connection  with  said  dam  a  sluiceway  so  arranged  as  to 
permit  logs,  timber,  and  lumber  to  pass  around,  through, 
or  over  said  dam  without  unreasonable  delay  or  hindrance 
and  without  toll  or  charges:  And  provided  further,  That^.^'ds*^°°^'''g^- 
said  dam  shall  be  so  constructed  that  the  Government  of 
the  United  States  may  at  any  time  construct  in  connection 
therewith  a  suitable  lock  for  navigation  purposes,  and 
may  at  any  time,  without  compensation,  control  said  dam 
so  far  as  shall  be  necessary  for  purposes  of  navigation, 
but  shall  not  destroy  or  reduce  the  water  power  devel- 
oped by  said  dam  and  structures  to  any  greater  extent 
than  may  be  necessary  to  provide  proper  facilities  for 
navigation,  and  the  Secretary  of  War  may  at  any  time    changes. 
require  and  enforce,  at  the  expense  of  the  owners,  such 
modifications  and  changes  in  the  construction  of  said  dam 


648  REPOKT   or   THE   INLAND   WATERWAYS   COMMISSION 

as  he  may  deem  advisable  in  the  interests  of  navigation: 

Fishways.  j^^^  provided  further,  That  suitable  fishways,  to  be  ap- 
proved by  the  United  States  Fish  Commissioner,  shall  be 
constructed  and  maintained  at  said  dam  by  said  company, 
its  successors  or  assigns. 

Litigation.  Sy-c.  2.  That  in  case   any  litigation  arises  from  the 

building  of  said  dam,  or  from  the  obstruction  of  said 
river  by  said  dam  or  appurtenant  works,  such  cases  may 
be  tried  in  the  proper  courts,  as  now  provided  for  that 
purpose  in  the  State  of  Minnesota  and  in  the  courts  of  the 

Extstfng  laws  United  States:  Provided,  That  nothing  in  this  Act  shall 
not  affected.  ^^  SO  construcd  as  to  repeal  or  modify  any  of  the  pro- 
visions of  law  now  existing  in  reference  to  the  protection 
of  the  navigation  of  rivers,  or  to  exempt  said  structures 
from  the  operation  of  the  same. 
stSon?^  ^°"-  Sec.  3.  That  this  Act  shall  be  null  and  void  unless  the 
said  dam  herein  authorized  be  commenced  within  one  year 
and  be  completed  within  tliree  years  from  the  time  of  the 
passage  of  this  Act. 

Amendment.        gj,^^   4    That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 
Approved,  February  20,  1905. 


(39) 

[At  Augusta.] 

June  28, 1906.        Chap.  3566.— An  Act  Permitting  the  building  of  a  dam  across  the 
Vol.  4,  p.  5  7.    ;^j;igsiggippi  River  between  the  counties  of  Stearns  and  Sherburne,  in 
[H.  R.  19431.]    the  State  of  Minnesota. 
[Public,    No. 
315  1 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
ji^rer^^^^^^^^  of  theUnited  States  of  America  in  Congress  assemUed,  That 
The'  St.  Cloud  the  couseut  of  Congress  is  hereby  granted  to  The  Saint 
mTy'^d^a^mf'^^n  Cloud  Elcctric  Powcr  Company,  a   Minnesota  corpora- 
Augusta*)*^     ^*^*tion,  its  successors  or  assigns,  to  construct  and  maintain 
across  the  Mississippi   River  a   dam,  canal,  and  works 
necessarily  incident  thereto  for  water  power  and  supply 
purposes,   and   a    lock  for    navigation    purposes,  which 
lock  shall  be  operated  and  kent  in  repair,  as  may  be 
required  by  the  Secretary  of  War,  by  the  said  company 
Location.        at  its  owu  cxpcnse,  at  any  point  between  section  seven, 
township  one  hundred  and  twenty- three,  range  twenty- 
seven,  in  the  county  of  Stearns  and  State  of  Minnesota, 
and    section    twenty -five,    township    thirty-five,    range 
thirty-one,  and  sections  thirty  and  thirty-one,  in  town- 
ship thirty-five,  range  thirty  west,  in  Sherburne  County, 
\''"'''ro*vai  of  ^^'^'^^'^"^^ •   Provided,  That  the  plans  for  the  construction 
plans.  of  such  dam  and  appurtenant  works  including  a  lock  shall 

be  submitted  to  and  approved  by  the  Chief  of  Engineers 
and  the  Secretary  of  War  before  the  commencement  of 
Changes.  the  Construction  of  the  same:  And  provided  furtlier,  That 
the  said  The  Saint  Cloud  Electric  Power  Company,  its 
successors  and  assigns,  shall  not  deviate  fi'om  such  plans 


STATUTES  RELATING   TO   WATER  POWER 


649 


Sluiceway. 


Lock  for  navl- 


after  such  approval,  either  before  or  after  the  completion 
of  said  structure,  unless  the  modification  of  such  plans 
shall  have  previousl}^  been  submitted  to  and  received  the 
approval  of  the  Chief  of  Engineers  and  the  Secretary  of 
War:  And  'provided  further,  That  there  shall  be  placed 
and  maintained  in  connection  with  said  dam  a  sluiceway, 
so  arranged  so  [sic]  as  to  permit  logs,  timber,  and  lumber  to 
pass  around,  through,  and  over  said  dam  without  unrea- 
sonable delay  or  hinderance  [sic]  and  without  toll  or 
charges :  And  provided  further,  That  the  dam  shall  be  so 
constructed  that  the  Government  of  .the  United  States  ^^  '°°' 
may  at  any  time  construct  in  comiection  therewith  any 
further  suitable  lock  for  navigation  purposes  and  may  at 
any  time  without  compensation  control  the  said  dam  so 
far  as  shall  be  necessary  for  purposes  of  navigation,  but 
shall  not  destroy  the  water  power  developed  by  said  dam 
and  structures  to  any  greater  extent  than  may  be  neces- 
sary to  provide  proper  facilities  for  navigation,  and  that 
the  Secretary  of  War  may  at  any  time  require  and  en- 
force at  the  expense  of  the  owners  such  modifications  and 
changes  in  the  construction  of  said  dam  as  he  may  deem 
advisable  in  the  interest  of  navigation:  And  provided  Fiowage rights. 
further,  That  in  consideration  of  the  conveyance  to  the 
United  States  of  America  by  said  corporation,  or  its  suc- 
cessors or  assigns,  of  such  suitable  tract  or  tracts  of  land 
as  may  be  approved  or  selected  by  the  Chief  of  Engineers 
and  the  Secretary  of  War  for  lock  or  other  purposes  for 
such  navigation  as  aforesaid,  the  right  shall  become  and 
the  same  is  hereby  vested  in  the  said  The  Saint  Cloud 
Electric  Power  Company,  its  successors  and  assigns,  to 
flow  and  inundate  with  water  any  islands  in  the  Missis- 
sippi River  situate  above  said  proposed  site  and  situated 
southerly  of  the  municipal  limits  of  Saint  Cloud,  Stearns 
County,  Minnesota,  which  may  belong  to  the  United 
States  of  America  and  which  have  not  been  subjected  to 
any  entry  under  the  homestead  laws  or  other  disposition 
at  the  time  of  the  passage  of  this  Act,  sucti  fight  of  dow- 
age  to  be  enjoyed  without  any  compensation  to  be  paid  to 
the  United  States  of  America,  save  and  except  the  value 
of  said  lands  so  to  be  conveyed  for  lock  or  other  purposes. 

Sec.  2.  That  suitable  flshways,  to  be  approved  by  the 
United  States  Fish  Commissioner,  shall  be  constructed 
and  maintained  at  said  dam  by  said  corporation,  its  suc- 
cessors or  assigns. 

Sec.  3.  That  in  case  any  litigation  arises  from  the  build-    Litigation, 
ing  of  said  dam  or  locks  or  from  the  obstruction  of  said  ' 
river  by  said  dam  or  appurtenant  works  cases  may  be 
tried  in  the  proper  coiu'ts  as  now  provided  for  that  pur- 
pose in  the  State  of  Minnesota  or  in  th6  courts  of  the 
United  States. 

Sec.  4.  That  the  right  to  amend,  alter,  or  repeal  this  Amendment. 
Act  is  hereby  expressly  reserved,  and  the  same  shall  be-  Time  of  co 
come  null  and  void  unless  the  construction  of  the  dam  ®*™*^*'°°" 

31673— S.  Doc.  325,  60-1 42 


Flshways. 


650  KEPOKT   OF   THE  INLAND   WATERWAYS   COMMISSION 

hereby  authorized  is  commenced  within  one  year  after 
the  passage  of  this  Act  and  completed  within  three  years 
thereafter. 

Approved,  June  28,  1906. 


(40) 

[At  Watab.] 


Apr.  23, 1904.        Chap.  1487. — An  Acf  Permitting  the  building  of  a  dam  across  the 
Vol.  33,  p.  295.  i^iisgiggippi  River  between  the  counties  of  Stearns  and  Benton,  in  the 

[H.  R.  14413.]    State  of  Minnesota. 
[Public,    No. 

^^^■•'  Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

Mississippi  o/^^,e  United  States  of  America  in  Congi^ess  assembled,  That 
^\\^atab  Rapids  the  conseut  of  Congress  is  hereby  granted  to  the  Watab 
dam^in^VSfe^  Rapi<^ls  Power  Company,  a  Minnesota  corporation,  its 
sota.  successors  or  assigns,  to   construct  and  maintain  across 

ocation.        ^^^  Mississippi  River  a  dam  and  works  necessary  inci- 
dent thereto  for  water  power  and  supply  purposes  at  any 
point  not  less  than  four  hundred  feet  above  the  mouth  of 
Watab  River,  between  section  twenty-one,  in  towmship 
one  hundred  and  twenty-five  north,  range  twenty-eight 
west,  in  Stearns  Count}',  and  section  nine,  in  towmship 
thirty-six  north,  range  tliirty-one  west,  in  Benton  County, 
Minnesota,  which  may  be  approved  by  the  Chief  of  Engi- 
Provisos.        neers  and  the  Secretary  of  War:    Provided,  That  the 
warYo^  approve  plans  for  the  construction  of  said  dam  and  appurtenant 
plans,  etc.  works  shall  be  submitted  to  and  approved  by  the  Chief  of 

Enigneers  and  the  Secretary  of  War  before  the  com- 
changes.  mencement  of  the  construction  of  the  same:  And  pro- 
vided further.  That  the  aforesaid  Watab  Rapids  Power 
Company,  its  successors  or  assigns,  shall  not  deviate  from 
such  plans  after  such  approval,  neither  before  nor  after 
the  completion  of  said  structures,  unless  the  modification 
of  said  plans  has  been  previously  submitted  to  and  re- 
ceived the  approval  of  the  Chief  of  Engineers  and  the 
Sluiceways.  Secretary  of  War:  And  provided  further.  That  there 
shall  be  placed  and  maintained  in  connection  with  said 
dam  a  sluiceway  so  arranged  as  to  permit  logs,  timber, 
and  lumber  to  pass  around,  through,  or  over  said  dam 
without  unreasonable  delay  or  hindrance  and  without  toll 
or  charges:  And  provided  furtlier,  That  the  dam  shall  be 
so  constructed  that  the  Government  of  the  United  States 
•  may  at  any  time  construct  in  connection  therewith  a  suit- 
Lock,  able  lock  for  navigation  purposes,  and  may  at  any  time, 
without  compensation,  control  the  said  dam  so  far  as 
shall  be  necessary  for  purposes  of  navigation,  but  shall  not 
destroy  the  water  power  developed  by  said  dam  and  struc- 
tures to  any  greater  extent  than  may  be  necessary  to  pro- 
vide proper  facilities  for  navigation,  and  that  the  Secre- 
tary of  War  may  at  any  time  require  and  enforce,  at  the 
expense  of  the  owners,  such  modifications  and  changes  in 


STATUTES  RELATING   TO   WATER   POWER 


651 


the  construction  of  said  dam  as  he  may  deem  advisable  in 
the  interests  of  navigation. 

Sec.  2.  That  suitable  fishways,  to  be  approved  by  the    Fishways. 
United  States  Fish  Commissioner,  shall  be  constructed 
and  maintained  at  said  dam  by  said  corporation,  its  suc- 
cessors or  assigns. 

Sec.  3.  That  in  case  any  litigation  arises  from  the    Litigation, 
building  of  said  dam,  or  from  the  obstruction  of  said 
river  by  said  dam  or  appurtenant  works,  cases  may  be 
tried  in  the  proper  courts  as  now  provided  for  that  pur- 
pose in  the  State  of  Minnesota,  and  in  the  courts  of  the 
United  States:    Provided,  That  nothing  in  this  Act  shall    Provisos. 
be  so  construed  as  to  repeal  or  modify  any  of  the  provi-notasected.'^"^ 
sions  of  law  now  existing  in  reference  to  the  protection  of 
the  navigation  of  rivers  or  to  exempt  said  structure  from 
the  operation  of  the  same. 

Sec.  4.  That  the  right  to  amend,  alter,  or  repeal  this 
Act  is  hereby  expressly  reserved;  and  the  Act  shall  be- 
come null  and  void  unless  the  construction  of  the  said 
dam  is  commenced  within  one  year  and  completed  within 
three  years  from  the  date  of  approval  thereof. 

Approved,  April  23,  1904. 


Amendment. 
Time   of   c  o  n- 
struction. 


(41) 

Chap.  1136. — An  Act  To  authorize  the  Missouri  River  Improvement 
Company,  a  Montana  corporation,  to  construct  a  dam  or  dams  across 
the  Missouri  River. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That 
the  consent  of  the  Government  is  hereby  given  to  the 
Missouri  River  Improvement  Company,  a  Montana  cor- 
poration, its  successors  or  assigns,  to  construct  across 
the  Missouri  River  at  some  point  or  points,  to  be  ap- 
proved by  the  Secretary  of  War,  between  sections  twenty 
and  twenty-one,  township  twenty-one  north,  range  five 
east,  and  the  north  line  of  township  twenty- four  north, 
range  eight  east,  Montana  meridian,  a  dam  and  canals 
and  appurtenances  thereof  for  water  power  and  other 
purposes,  in  accordance  with  the  provisions  of  the  Act 
entitled  "An  Act  to  regulate  the  construction  of  dams 
across  navigable  waters,"  approved  June  twenty-first, 
nineteen  himdred  and  six,  and  in  connection  therewith  a 
foot  bridge  or  bridges  for  public  use  in  accordance  with 
the  provisions  of  the  Act  entitled  ''An  Act  to  regulate 
the  construction  of  bridges  over  navigable  waters,"  ap- 
proved March  twenty-third,  nineteen  hundred  and  six. 

Sec.  2.  That  the  right  to  alter,  amend,  or  repeal  this 
Act  is  hereby  expressly  reserved. 

Approved,  Februar}^  20,  1907. 

[Somewhere  within  a  distance  of  30  miles  above  For 
Benton.] 


Feb.  20,  1907. 
Vol.  34,  p.  912. 

[S.7515.] 
[Public,  No.  98.] 

MissouriRiver, 
Mont. 

Missouri  River 
Improvement 
Company  may 
dam,  (within  30 
miles  above  Fort 
Benton). 


Vol.  34,  p.  386. 

Footbridge. 
Vol.  34,  p.  84. 

Amendment. 


652  REPOET   OF    THE   INLAND   WATERWAYS    COMMISSION 

(42) 

[At  Ox  Bow  Bend.] 

Vol  3^3^'p.^576.       Chap.  1821.— An  Act  To  authorize  the  Ox  Bow  Power  Company,  of 
South  Dakota,  to  construct  a  dam  across  the  Missouri  River. 


[H.  R.  11972.] 

25^!]'^^'"''       °'     Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
Missouri  River,  qJ'  fjie  United  States  of  America  in  Congress  assembled,  That 
'ox  Bow  Power  the  conseiit  of  the  Government  is  hereby  given  to  the 
st'r™cWa'^mC)x  BowPower  Company,  of  South  Dakota,  its  successors 
across.  or  assigus,  to  construct  across  the  Missouri  River,  from 

lot  three,  in  section  twenty-six,  township  fourteen  north, 
range    three   west    of    the   Montana    meridian,    to    the 
opposite   bank  of   same   river,  to    be   approved  by  the 
Secretary  of  War,  a  dam,  causeway,  and  the  appurte- 
nances thereof  for  water    power    and    other   purposes: 
provisos.        Provided,  That  the  plans  for  the  construction  or  said 
w^^^'^o  a '  ?ove  *^^^  ^^^^  appurtenant  works  shall  be  submitted  to  and 
plans,  etc^^^^  ^  approvcd  by  the  Chief  of  Engineers  and  the  Secretary  of 
War  before  the  commencement  of  construction,  and  when 
so  approved  no  change  shall  be  made  in  said  plans  with- 
out the  prior  approval  of  the  Chief  of  Engineers  and  the 
Secretary  of  War :  Provided  further,  That  the  said  com- 
pany shall  construct  and  maintain  in  connection  with  said 
Booms,  etc.     dam  a  suitable  boom  and  log  sluice;  that  suitable  fish- 
Fishways.        ways,  to  bc  approved  by  the  United  States  Fish  Commis- 
sioner, shall  be  constructed  and  maintained  in  said  dam 
by  said  corporation,  its  successors  or  assigns;  and  shall 
Conveyance  of  obtain  and  couvcy  to  the  United  States,  whenever  re- 
states*" ^'"**''^  quested  to  do  so  by  the  Secretary  of  War,  clear  title  to 
such  land  as  in  his  judgment  may  be  required  for  con- 
structions and  approaches  to  said  dam  for  transferring 
boats  and  freight  around  the  same,  and  shall  grant  to  the 
powen''^ '''^^^'^  United  States  a  free  use  of  water  power  for  operating 
Bond.  such  construction  work;  and  to  insure  compliance  with 

these  conditions  the  said  company  shall  execute  and  de- 
liver to  the  Secretary  of  War  a  proper  bond,  in  such 
amount  as  may  be  fixed  by  him :  Ajid  provided  further, 
Damages.  That  the  Said  company  shall  be  liable  for  any  damage  to 
private  property  resulting  from  the  construction  and 
operation  of  said  dam  and  appurtenant  works,  either  by 
Proceedings,    ovcrflow  or  othcrwisc,  and  proceedings  to  recover  com- 

gensation  for  such  damage  may  be  instituted  either  in  the 
tate  or  Federal  courts. 

strSm^ ' """  ^^^-  "^-  "^^^'^^  ^^^^^  ^^^  ^^^"^^^  ^^  ^^^^^^  '^^^^^  ^*^^^^  unless  the 
structures  herein  authorized  shall  be  commenced  within 
one  year  and  completed  within  three  years  from  the  date 
of  approval  hereof. 
Amendment.  Sec.  3.  That  the  right  to  alter,  amend,  or  repeal  this 
Act  is  hereby  expressly  reserved. 
Approved,  April  28,  1904.' 


STATUTES   RELATING    TO    WATER   POWER  65S 

Chap.  2936.— An  Act  To  amend  an  act  entitled  "An  Act  to  authorize     Mar.  4,  1907. 
the  Ox  Bow  Power  Company  of  South  Dakota  to  construct  a  dam  across  ^'^'  P"  ^'^^^' 

the  Missouri  River."  [H.  R.  25672.1 

[Public,    No. 
271.1 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  Thsit  Missouri  luver, 
section  two  of  chapter  eighteen  hundred  and  twenty-one  Thne  extended 
of  the  laws  of  eighteen  hundred  and  ninety-four,  approved  po^-e?  company 
April  twenty-eighth,  nineteen  hundred  and  four,  is  hereby  to  dam,  at  ox 
amended  to  read  as  follows :  ^°^^  ^^°^' 

"Sec.  2.  That  this  Act  shall  be  null  and  void  unless ^Jjj^f^o^  «=« ° - 
the   structures   herein   authorized   shall   be   commenced    voi.  33,'  p.  571, 
within  one  year  and  completed  within  three  years  from*™^°  ^  ' 
the  date  of  approval  thereof." 

Approved,  March  4,  1907,  1 1  a.  m. 


(43) 


(Extract  from  river  and  harbor  act  of  June  3,  1896  (Public,  No.  175,  p.  34,  par.  1) 
relative  to  construction  of  dams  across  Missouri  River  above  Stubbs  Ferry, 
Mont.] 

Improving  the  upper  Missouri  River  between  Stubbs'    Missouri  River. 
Ferry,  in  Montana,  and  the  lower  limits  of  Sioux  City,  Mom.,  to  s^iou^x 
Iowa.     *     *     *     Provided,  That  subject  to  such  condi- ^'p^/^J^J'^;'- 
tions  as  the  Secretary  of  War  may  prescribe,  any  person,    pams  per- 
company,  or  corporation  may  construct  a  dam  or  dams"" 
across  said  river  above  Stubbs  Ferry,  with  necessary  canal 
and  improvements  to  develop  water  power  and  for  other 
useful  purposes;     *     *     * 


(44) 

[Near  Stubbs  Ferry.] 

Chap.  103. — An  Act  To  authorize  the  Missouri  River  Power  Company    june  8, 1894. 
of  Montana  to  construct  a  dam  across  the  Missouri  River.  Vol.  28,  p.  91. 


Be  it  enacted  by  the  Senate  and  House  of  Representatives 
of  the  United  States  of  Ainerica  in  Congress  assemhled,  That    Missouri  River 
the  consent  of  the  Government  is  hereby  given  to  thedam^Mps^so^u'r^ 
Missouri  River  Power  Company  of  Montana,  its  succcs-  ^'^■^'■'  ^^°"*- 
sors  or  assigns,  to  construct  across  the  Missouri  River,  at 
some  point  at  or  near  the  southeast  corner  of  Township 
Eleven  north,  of   Range  Two  west,  Montana  meridian, 
to  be  approved  by  the  Secretary  of  War,  a  dam,  canal, 
and   the   appurtenances   thereof,   for  water   power  and 
other  purposes,   and   in   connection    therewith    a    foot- 
bridge or  bridges  for  public  use.     Said  dam  shall  be  con-    secretary  of 
structed  under  the  supervision  and  control  of  the  Secre-pla''ns,*etc^^^'^^^^ 
tary  of  War,  and  before  the  same  shall  be  commenced  the 
plans  and  specifications  shall  be  approved  by  the  Secre- 
tary of  War.     The  dam  shall  be  furnished  with  a  suitable 
boom  and  log  sluice,  and  the  company,  or  its  successors    suuee,  etc. 
and  assigns,  shall  execute  to  the  United  States,  with 


654  REPORT   OF   THE   INLAND   WATERWAYS    COMMISSION 

sureties  approved  by  the  Secretary  of  War,  a  bond  in 
such  sum  as  the  Secretary  may  determine,  conditioned  to 
indemnify  the  United  States  against  all  claims  for 
damages  for  overflow  or  otherwise  caused  by  the  con- 
struction of  said  dam. 
use.Ttr'"'"*  Sec.  2.  That  the  United  States  shall  be  secured  a  free 
right  of  way  for  constructions  and  approaches  to  said 
dam  for  transferring  boats  and  freight  around  the  same, 
and  a  free  use  of  water  power  for  operating  such  con- 
struction works. 

Sec.  3.  That  the  right  to  alter,  amend,  or  repeal  this 
Act  is  hereby  expressly  reserved,  and  the  rights  and  privi- 
leges hereby  granted  to  said  Missouri  River  Power  Com- 
pany shall  expire  at  the  end  of  fifty  years  from  and  after 
the  approval  of  this  Act. 
Approved,  June  8,  1894. 


Amend  m  e  n  t 
etc. 


(45) 
[Vicinity  of  Buck  Rapids,  Mont.] 

Apr.  12, 1906.  Chap.  1617. — An  Act  To  authorize  the  Capital  City  Improvement 
Vol.  34,  p.  111.  Company,  of  Helena.  Montana,  to  construct  a  dam  across  the  Missouri 
[S.  4130.]  River. 

[Public,  No. 9.3.] 

Be  it  enacted  by  the  Senate  and  House  of  Representatives 
^Missouri  River,  qJ  f]^g  United  States  of  America  in  Co7igress  assembled,  That 
Capital  City  the  couseut  of  the  Government  is  hereby  given  to  the 
co^m  pi  n^^  of  Capital  City  Improvement  Company,  of  Helena,  Mont- 
?a^m°(in  -Ji'cinity  ^^^'  ^^^  successors  or  assigus,  to  construct  across  the 
of  Buck  Rapids).  Missouri  Rivcr,  at  some  point  between  the  south  line  of 
township  twelve  north,  range  two  west,  and  the  north 
line  of  township  fourteen  north,  range  three  west,  Mon- 
tana meridian,  to  be  determined  by  them  and  approved 
bridTs'etc""*'^^  *'^^®  Secretary  of  War,  a  dam,  canal,  and  appurte- 
nances thereof,  for  water  power,  and  other  purposes,  and 
in  connection  therewith  a  foot  bridge,  or  bridges,  for 
Provisos.        public  use:  Provided,  That  the  plans  for  the  construc- 
war'^To^approve  tion  of  Said  dam  and  appurtenant  works  shall  be  sub- 
pians,etc.  mittcd  to  and  approved  by  the  Chief  of  Engineers  and 

the  Secretary  of  War  before  the  commencement  of  con- 
struction, and  when  so  approved  no  change  shall  be  made 
in  said  plans  without  the  prior  approval  of  the  Chief  of 
Engineers  and  the  Secretary  of  War:  Provided  further, 
That  whenever  required  to  do  so  by  the  Secretary  of 
War  the  said  company  shall  construct  and  maintain  in 
|iuk-eway.  couiiection  with  said  dam  a  suitable  boom  and  log  sluice; 
'  ■  that  suitable  fishways,  to  be  approved  by  the  United 
States  Fish  Commissioner,  shall  be  constructed  and  main- 
tained in  said  dam  by  said  corporation,  its  successors  and 
assigns;  and  shall  obtain  and  convey  to  the  United 
States,  whenever  requested  to  do  so  by  the  Secretary  of 
War,  clear  title  to  such  land  as  in  his  judgment  may  be 


STATUTES   RELATING   TO    WATER  POWER 


655 


required  for  constructions  and  approaches  to  said  dam 
for  transferring  boats  and  freight  around  the  same,  andjj.Tr^"^|Jer  o( 
shall  grant  to  the  United  States  a  free  use  of  water 
power  for  operating  such  construction  work;    and  to  in- 
sure compliance  with  these  conditions  the  said  company- 
shall  execute   and  deliver  to   the  Secretary  of   War  a 
proper  bond  in  such  amount  as  may  be  fixed  by  him:    Bond. 
And  provided  fuHher,  That  the  said   company  snail  be 
liable  for  an}^  damage  to  private  property  resulting  from    damages, 
the  construction  and  operation  of  said  dam  and  appur- 
tenant works,  either  by  overflow  or  otherwise,  and  pro- 
ceedings to  recover  compensation  for  such  damage  may 
be  mstituted  either  in  the  State  or  Federal  courts. 

Sec.  2.  That  this  Act  shall  be  null  and  void  unless  the 
structures  herem  authorized  shall  be  commenced  within' 
one  year  and  completed  within  three  years  from  the  date 
of  approval  hereof. 

Sec.  3.  That  the  right  to  alter,  amend,  or  repeal  this    Amendment. 
Act  is  hereby  expressl}^  reserved. 

Approved,  April  12,  1906. 


Time  of  c  o  n  ■ 
struct  ion. 


June  4,  1900. 
Vol.  31,  p.  204 


Provisos. 


changes. 


(46) 
Chap.  620. — An  Act  Permitting  building  a  dam  across  New  River. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That  ai.^may  dam  New 
the  consent  of  Congress  is  hereby  granted  to  F.  H,  R'^er,  va. 
Fries  and  W.  C.  Rufnn,  of  the  State  of  North  Carolina, 
their  successors  and  assigns,  to  erect,  construct,  and  main- 
tain across  New  River,  in  Grayson  County,  Virginia,  at 
any  point  within  two  miles  of  the  mouth  of  Stevens  Creek, 
a  dam  and  all  other  works  necessarily  incident  thereto  for 
water-power  purposes:  Provided,  That  the  said  F.  H. 
Fries  and  W.  C.  Ruffin,  their  successors  and  assigns,  shall 
make,  at  their  own  expense,  such  change  and  modifica- 
tion of  the  said  dam  as  the  Secretary  of  War  may  from 
time  to  time  direct  in  the  interests  of  the  navigation  of 
said  river:  Provided  further,  That  ladders  suitable  for  the 
passage  of  fish  over  the  said  dam  shall  be  constructed  and  Passage  of  fish. 
maintained  by  the  said  parties,  their  successors  and 
assigns,  as  may  from  time  to  time  be  required  by  the 
United  States  Fish  Commissioner :  Provided  further ,  That 
in  case  any  litigation  arises  from  the  obstruction  of  the  Litigation. 
channel  by  the  said  dam,  or  works  appurtenant  thereto, 
that  the  same  may  be  tried  in  the  courts  of  the  United 
States  having  proper  jurisdiction. 

wSec.  2.  That  this  Act  shall  become  null  and  void  unless  ^^c^om^^en c^- 
the  dam  herein  authorized  shall  be  commenced  within  two  pietion. 
years  and  completed  within  five  years  of  the  date  hereof. 

Sec.  3.  That  the  right  to  alter,  amend,  or  repeal  this    Amendment. 
Act  is  hereby  expressly  reserved. 

Approved,  June  4,  1900. 


656  REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

(47) 

June  18. 1906.  Chap.  3340.— An  Act  To  grant  to  Charles  H.  Cornell,  his  assigns  and 
Vol.  34,  p.  297  successors,  the  right  to  abut  a  dam  across  the  Niobrara  River  on  the 
[H.  R.  17982.]  Fort  Niobrara  Military  Reservation,  Nebraska,  and  to  construct  and 
iPubiic  No. operate  a  trolley  or  electric  railway  line  and  telegraph  and  telephone 
■'  lines  across  said  reservation. 

Be  it  enacted  hy  the  Senate  and  House  of  Representa- 
tives of  the  United  States  oj  America  in  Congress  assem- 
j^NJ^ob  r  a  r  a  j^g^^  That  Cliarles  H.  Cornell,  his  assigns,  assignees, 
Charles n.  Cor- successors,  and  grantees,  be,  and  are  hereby,  privileged, 
eta  ra^Fort^Ni- authorized,  and  granted  the  authority  and  right  to  con- 
??'''^^J\.^J^t'/^on^  struct,  maintain,  and  use  for  power  purposes  a  dam  across 
Nebr?  'the  Niobrara  River  on  parts  of  sections  twenty-two  and 

twenty-seven,  township  thirty-four  north,  range  twenty- 
seven  west  of  the  sixth  principal  meridian,  in  the  State  of 
Nebraska,  and  to  abut  said  dam  on  the  east  bank  of  said 
Niobrara  River  upon  land  which  is  a  part  of  the  Fort 
Niobrara  Military  Reservation,  the  property  of  the  United 
States;  and  said  dam  may  be  of  sufficient  height  and 
strength  to  support  a  body  of  water  affording  or  furnish- 
ing as  much  as  fifty  feet  effective  head  for  power  purposes. 
Overflow  etc.  with  the  privilege  of  backing  water  upon  or  overflowing 
such  part  of  the  Fort  Niobrara  Military  Reservation  as 
may  reasonably  result  from  the  proper  construction,  main- 
Damages,        tenance,  and  use  of  said  dam,  and  that  any  damages  caused 
thereb}^  may  be  assessed  by  the  Secretary  of  War  and  paid 
to  the  United  States  before  any  construction  hereby  pro- 
Provisos.         vided  for  shall  be  commenced,     *     *     *     Provided,  That 
piJtion.  ^^^  ^^^'  ^^6  grants  and  privileges  above  specified  as  to  such  dam, 
water  power    *     *    *     aforesaid  shall  become  void  unless 
the  construction  of  said  dam  be  commenced  within  two 
years  from  the  approval  of  this  Act  and  completed  and 
put  into  operation  within  five  years  from  the  approval  of 
this  Act;    *    *    *    Provided,  That  a  map  of  said  proposed 
Secretary    of  dam,  storage  reservoir     *     *     *     shall  be  filed  with  the 
5a^ns,^etc^^^'^°'  "^  honorable  Secretary  of  War,  and  the  location  thereof  shall 
b3'  him  be  approved  before  any  of  these  privileges  herein 
aforesaid  shall  become  effective :  Provided  further.  That 
the  privileges  herein  granted  may  at  any  time  be  rescinded 
or  suspended  by  order  of  the  Secretary  of  War  j     *     *     * 
Approved,  June  18,  1906. 


(48) 

v1)l  3i'd^729        Chap.   11. — ^An  Act  Permitting  the  building  of  a  dam  across  the 
'. '-El L  Osage  River  at  the  city  of  Warsaw,  Benton  County,  Missouri. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

may^aln'o^ge^/^^^  ?7mfe(^  States  of  America  in  Congress  assembled,  That 

River.  the  conseut  of  Congress  is  hereby  granted  to  tlie  city  of 

Warsaw,  bein::;  a  city  incorporated  and  organized  under 

the   laws    of   the   State    of   Misso"uri,    its   successors  or 


STATUTES   RELATING   TO    WATER   POWER  657 

assigns,  to  construct,  erect,  and  maintain  a  dam  across 
the  Osage  River,  in  Benton  County,  in  the  State  of  Mis- 
souri, at  said  city  of  Warsaw,  and  all  work  necessarily 
incident  thereto:  Provided,  That  the  said  city  of  Warsaw,    chTn"^'     • 
its  successors  or  assigns,  shall  make  such  change  and  construction. 
modification  in  the  works  as  the  Secretary  of  War  may 
from  time  to  time  deem  necessary  in  the  interest  of  navi- 
gation, at  its  own  cost  and  expense:    Provided  further, 
That  in  case  any  litigation  arises  from  the  building  of    Litigation. 
said  dam,  the  maintaining  of  the  same,  or  from  the  ob- 
struction of  the  said  river  by  said  dam  or  appurtenant 
works,  cases  may  be  tried  in  the  proper  courts  as  now 
provided  for  that  purpose  in  the  State  of  Missouri  and  the 
courts  of  the  United  States. 

Sec.  2.  That  the  right  to  amend,  alter,  or  repeal  this    Amendment. 
Act  is  hereby  expressly  reserved:    And  provided  further,    Proviso. 
That  suitable  fishways  shall  be  constructed  and  main-    Fishways. 
tained  at  said  dam  by  said  city,  its  successors  and  assigns, 
as  may  be  required  from  time  to  time  by  the  United  States 
Fish  Commissioner. 

Sec.  3.  That  this  Act  shall  be  null  and  void  unless  the    completion. 
dam  herein  authorized  shall  be  completed  within  three 
years  of  the  date  hereof:  And  provided  further,  That  such    H'"yd*rauiic 
dam  shall  be  constructed  in  such  manner  as  not  to  injure  works  not  to  be 
or  diminish  the  water  power  of  any  person  or  company '"'^'^''^^'^ 
having  a  dam  or  hydraulic  works  constructed:    And  pro-    Damages. 
vided  further.  That  before  the  construction  of  said  dam 
compensation  shall  be  made  to  any  person  or  company 
whose  lands  may  be  taken  or  overflowed  in  the  construc- 
tion or  maintenance  of  such  dam,  in  accordance  with  the 
laws  of  the  State  of  Missouri. 

Approved,  January  14,  1901. 


(49) 

Chap.  501. — An  Act  Authorizing  the  Pea  River  Power  Company    Feb.  23, 1906. 
to  erect  a  dam  in  Coffee  County,  Alabama.  Vol.  34,  p.  18. 

[H.  R.  7085.] 

Be  it  enacted  hythe  Senate  and  House  of  Representatives  ^^^F^^^^^'  ^^^ 
of  the  United  States  of  Ajnerica  in  Congress  assembled,  That"  Pea  River,  Aia. 
the  Pea  River  Power  Company,  a  corporation,  be,  and  powef  coinplny 
is  hereby,  authorized  to  erect,  build,  have,   and  main- ™*^y  *^^™- 
tain  a  steel   and  concrete   dam,  or   dam  of  other  ma- 
terial, on  Pea  River,  at  a  point  four  miles  below,  or  about    Location. 
four  miles  below,  the  town  of  Elba,  in  Coffee  County, 
State  of  Alabama:  Provided,  That  the  plans  of  said  dam    Provisos. 
shall  be  submitted  to  and  be  approved  by  the  Chief  of  wl?' to^'^approve 
Engineers  and  the  Secretary  of  War  before  construction  P^'^ns- ^^''■ 
is  commenced ;  and  the  Secretary  of  War  may  at  any  time    changes. 
require  and  enforce,  at  the  expense  of  the  owners,  such 
modifications  m  the  construction  of  said  dam  as  he  may 
deem  advisable  in  the  interests  of  navigation:  Provided 
/i6r//(fr,  That  there  shall  be  placed  and  maintained  in  con-    sluiceways. 


658  KEPOET    OF    THE    INLAND    WATERWAYS    COMMISSION 

nection  with  said  dam  a  sluiceway  so  arranged  as  to  permit 
logs,  timber,  and  lumber  to  pass  around,  tlirough,  or  over 
said  dam  without  unreasonable  delay  or  hindrance  and 

FiBhways.  without  toll  or  chargcs;  and  suitable  fishways,  to  be  ap- 
proved by  the  United  States  Fish  Commission,  shall  be 
constructed  and  maintained  on  said  dam. 

Time  of  con-     Sec.  2.  That  tliis  Act  shall  be  null  and  void  unless  the 
struction.  j^^  herein  authorized  is  commenced  within  one  year  and 

completed  -vWthin  three  years  from  the  date  hereof. 

Amendment.        Sec.  3.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 
Approved,  February  23,  1906. 


(50) 

June  1, 1906.  Chap.  2568. — An  Act  Authorizing  the  construction  of  a  dam  across 

Vol.  34,  p.  205.  ^j^g  pg^^  d'Oreille  River,  in  the  State  of  Washington,  by  the  Pend 
[S.  6038.]  d'Oreille  Development  Company,  for  the  development  of  water  power. 

[Public,  No.  electrical  power,  and  for  other  purposes. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
Rivir"  ^  ^'^^'"^  ^^  ^^*^  United  States  oj  America  in  Congress  assembled,  That 
Pend  d'Oreille  the  couseut  of  Cougrcss  is  licrebv  granted  to,  and  it  shall 
compan7m?ybe  lawful    for,  the    Pend    d'Oreille  Development   Com- 
Fau^'walh^'^P^^y^  ^  Corporation  duly  incorporated  under  the  laws 
of  the  State  of  Washington,  its  successors  or  assigns,  to 
construct  and  maintain  a  dam  across  the  Pend  d'Oreille 
River  at  a  point  at  or  about  the  Big  Falls  (sometimes 
kno^\Ti  as  Metaline  Falls)  on  the  Pend  d'Oreille  River, 
in  the  county  of  Stevens,  State  of  Washington,  such  point 
to  be  selected  by  the  Pend  d'Oreille  Development  Com- 
pany, its  successors  or  assigns,  at  said  falls,  or  within  one 
thousand  feet  above  or  below  the  same,  for  the  purpose  of 
erecting,  operating,  and  maintaining  a  power  station,  and 
to  maintain  inlet  and  outlet  races  or  canals,  and  to  make 
such  other  improvements  as  may  be  necessar}^  for  the 
devlopment  6f  water  power,  electrical  power,   and  the 
transmission  of  the  same,  subject  always  to  the  provisions 
and  requirements  of  this  Act  and  to  such  conditions  and 
stipulations  as  may  be  imposed  by  the  Chief  of  Engineers 
and  the  Secretary  of  War  for  the  protection  of  navigation 
and  the  property  and  other  interests  of  the  United  States : 
Proviso.  Provided,  That  such  dam  and  works  shall  not  be  built  or 

War*' t^o Approve  commenced  until  after  the  plans  and  specifications  for 
plans, etc.  their  construction,  together  with  such  drawings  of  the 

proposed  construction  and  such  map  of  the  proposed  loca- 
tions as  may  be  required  for  a  hiW  understanding  of  the 
subject  have  been  submitted  to  the  Secretary  of  War  for 
his  approval,  and  until  after  he  shall  have  approved  such 
plan  and  specifications  and  the  location  of  such  dams  and 
Changes.  acccssory  works;  when  the  plans  for  any  dam  to  be  con- 
structed under  the  provisions  of  this  Act  have  been  ap- 
proved by  the  Secretary  of  War  it  shall  not  be  lawful 


STATUTES   RELATING   TO   WATER   POWER  659 

to  deviate  jfrom  such  plans,  either  before  or  after  the 
completion  of  the  stinicture,  unless  the  modification  of 
such  plans  has  previously  been  submitted  to  and  received 
the  approval  of  the  Secretary  of  War. 

Sec.  2.  That  the  Government  of  the  United  States  re-    Locks,  etc 
serves  the  right  at  any  time  that  the  improvement  of  the 
navigation  of  the  Pend  d'Oreille  River  demands  it  to  con- 
struct, maintain,  and  operate,  in  connection  with  any  dam 
or  other  works  built  under  the  provisions  of  this  Act, 
suitable  lock  or  locks  or  any  other  structures  for  naviga- 
tion purposes,  and  at  all  times  to  control  such  dam  or    Protection   to 
dams  or  other  structures,  and  the  level  of  the  pool  caused  "'^"^'^'^'°"' 
by  such  dam  or  dams,  to  such  an  extent  as  may  be  neces- 
sary^ to  provide  facilities  for  navigation;    and  whenever 
Congress  shall  authorize  the  construction  of  such  lock  or 
other  structures,  the  Pend  d'Oreille  Development  Com- 
pany, its  successors  or  assigns,  owning  and  controlling 
such  dam  or  other  structures,  shall  convey  to  the  United  .•,9°°^'®^^?^'^^  °{ 
States,  under  such  terms  as  Congress  shall  prescribe,  titles  states. 
to  such  lands  as  ma}^  be  required  for  such  lock  and  ap- 
proaches, and  in  addition  thereto  shall  grant  to  the  United  ^J^^®^  ^,^^  °^ 
States  free  of  cost  the  free  use  of  water  power  for  build-    ^  "P"^*"'. 
ing  and  operating  such  constructions:  Provided,  That  the    Proviso. 
Pend  d'Oreille  Development  Company,  its  successors  or 
assigns,  building,  maintaining,  or  operating  any  dam  or 
other  structures  under  the  provisions  of  this  Act,  shall 
be  liable  for  any  damage  that  may  be  inflicted  thereby 
upon  private  property,  either  by  overflow  or  otherwise,  in 
a  court  of  competent  jurisdiction.     The  Pend  d'Oreille    Lights,  etc. 
Development  Company,  its  successors  or  assigns,  owning 
or  operating  any  such  dam,  shall  maintain  at  their  own 
expense  such  lights  and  other  signals  thereon  and  such 
fishways  and  such  ways  for  the  free  passage  of  saw  logs 
as  the  Secretary  of  Commerce  and  Labor  shall  prescribe. 

Sec.  3.  That  this  Act  shall  be  null  and  void  unless  the  ,t™^  of  f^m- 
dam  herein  authorized  shall  be  commenced  within  two 
years  and  completed  within  five  years  from  the  date  of 
the  approval  hereof. 

Sec.  4.  That  the  right  to  alter,  amend,  or  repeal  this    Amendment. 
Act  is  hereby  expressly  reserved. 

Approved,  June  1,  1906. 


(51) 

Chap.  1196. — An  Act  Authorizing  the  construction  of  a  dam  across    Feb.  25, 1907. 
the  Pend  d'Oreille  River,  in  the  State  of  Washington,  by  the  Pend    Vol-  34,  p.  931. 
d'Oreille  Development  Company,  for  the  development  of  water  power,     rn.  R.  24760.'1 
electrical  power,  and  for  other  purposes.  iiq^"^**°'  ^°' 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assemMed,  That  Kjve^r°wash.^' 
the  consent  of  Congress  is  hereby  granted  to,  and  it  shall 


660 


REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 


Pend  d'0reme|3e  lawful  foi',  the  Peiid  d'Oreille  Development  Company, 
Company' ™may  a  Corporation  duly  incorporated  under  the  laws  of  the 
^^^-  State  of  Washington,  its  successors  or  assigns,  to  con- 


Location. 


Vol.  34,  p.  3S6. 


Amendment. 


struct  and  maintain  a  dam  across  the  Pend  d'Oreille 
River  at  a  point  at  or  about  where  Pierwee  Creek  empties 
into  the  Pend  d'Oreille  River,  near  the  international 
boundary  line  in  the  county  of  Stevens,  State  of  Wash- 
ington, at  such  point  to  be  selected  by  the  said  Pend 
d'Oreille  Development  Company,  its  successors  or  assigns, 
at  the  mouth  of  said  Pierwee  Creek,  or  within  one  thou- 
sand feet  above  or  below  the  same,  in  accordance  with  the 
provisions  of  an  Act  entitled  "An  Act  to  regulate  the 
construction  of  dams  across  navigable  waters,"  approved 
June  twenty-first,  nineteen  hundred  and  six. 

Sec.  2.  That  the  right  to  alter,  amend,  or  repeal  this 
Act  is  hereby  expressly  reserved. 

Approved,  Februar^^  25,  1907. 


(52) 

May  4, 1898.  Chap.  238. — An  Act  Permitting  the  building  of  a  dam  across  Rainy 

Vol.  30,  p.  398.  Lake  River. 


K  o  o  c  h  i  ching 
Company  may 
dam  Rainy 
River,  Minn. 


Vol.  31,  p.  167 
Vol.  32,p  .  485. 


—lock. 


Provisos. 
Government 
possession. 


Passage  of  saw 
logs  and  fish. 

Changes. 


Litigation. 


Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assemUed,  That 
the  consent  of  Congress  is  hereby  granted  to  the  Koochi- 
ching Company,  its  successors  and  assigns,  to  construct 
across  the  Rainy  Lake  River,  at  any  part  of  the  rapids 
in  section  twenty-seven,  township  seventy-one  north, 
range  twenty-four  west  of  the  fourth  principal  meridian, 
in  the  State  of  Minnesota,  a  dam,  canal,  and  works 
necessarily  incident  thereto,  for  water-power  purposes. 
The  said  dam  shall  be  so  constructed  that  there  can  at 
any  time  be  constructed  in  connection  therewith  a  suit- 
able lock  for  navigation  purposes:  Provided,  That  the 
Government  of  the  United  States  may  at  any  time  take 
possession  of  said  dam  and  appurtenant  works  and  con- 
trol the  same  for  purposes  of  navigation  by  paying  the 
said  company  the  actual  cost  of  the  same,  but  shall  not  do 
so  to  the  destruction  of  the  water  power  created  by  said 
dam  to  any  greater  extent  than  may  be  necessary  to  pro- 
vide proper  facilities  for  navigation:  Provided  further. 
That  the  works  shall  be  constructed  so  as  to  provide  for 
the  free  passage  of  saw  logs  and  fish.  The  said  Koochi- 
ching Company,  its  successors  and  assigns,  shall  make 
such  change  and  modification  in  the  works  as  the  Secre- 
tary of  War  may  from  time  to  time  deem  necessary  in  the 
interests  of  navigation,  at  its  o\Nm  cost  and  expense:  Pro- 
vided further,  That  in  case  any  litigation  arises  from  the 
obstruction  of  the  channel  by  the  dam,  canal,  or  other 
works  erected  in  connection  therewith,  the  case  may  be 
tried  in  the  proper  court  of  the  United  States  in  the  dis- 
trict in  which  the  works  are  situated. 


STATUTES   KELATIXG    TO    WATER   POWER  661 

Sec.  2.  That  the  right  to  amend,  alter,  or  repeal  this    Amendment. 
Act  is  hereby  expressly  reserved. 

Sec.  3.  That  this  Act  shall  be  null  and  void  unless  the  ^^™^fp^,Xon! 
dam  herein  authorized  be  commenced  within  one  year  and    voi.  31,  p.  107. 
completed  within  three  years  from  the  date  hereof. 

Approved,  May  4,  1898. 

Chap.  346.— Ah  Act -To  amend  an  Act  entitled  "An  Act  permit-    ^^^^  i;  ^^°'^,v, 
ting  the  building  of  a  dam  across  Rainy  Lake  River."  '  P"     ""• . 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That  ^J^^l  '"^'^^"^hi* 
section  three  of  an  Act  entitled  "An  Act  permitting  theehingCo.,todam 
building  of  a  dam  across  Rainy  Lake  River,"  approved  mim"  ^    ^'^^'' 
May  fourth,   eighteen   hundred    and   ninety-eight,    and 
granting  to   the  Koocliiching  Company,  its  successors 
and  assigns,  the  consent  of  Congress  to  construct  a  dam    voi.  30,  p.  398. 
across  the  Rainy  Lake  River,  be,  and  the  same  is  hereby, 
amended  so  as  to  read  as  follows: 

"That  this  Act  shall  be  null  and  void  unless  the  dam    voi.  32,  p.  485. 
herein  authorized  shall  be  commenced  within  three  years 
and  completed  within  five  years  after  the  fourth  day  of 
May,  eighteen  hundred  and  ninety-eight." 

Approved  May  4,  1900. 

Chap.  1305. — An  Act  Relating  to  the  construction  of  a  dam  across    June  28, 19C2. 
Rainy  River.  Vol.  32,  p.  485. 


Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assemhJed,  That  wP*^'"^    nwer, 
the  time  for  the  construction  of  a  dam  across  the  Rainy    Time  extended 
River  by  the  Koochiching  Company,  its  sviccessors  andcMng^^^c^pany 
assigns,  as  provided  by  chapter  two  hundred  and  thirty- to^dam 
eight  of  volume  thirty  of  the  Statutes  at  Large  and  chapter    voi!  31^  p!  m'. 
three  hundred  and  forty-six  of  volume  thirty-one  of  the 
Statutes  at  Large,  is  hereby  extended  to  May  fourth,  nine- 
teen hundred  and  seven. 

Sec.  2.  That  the  Koochiching  Company,  its  successors    y^f% 
and  assigns,  is  hereby  authorized  to  construct  and  main-        •    >  p- 
tain  said  dam,  subject  to  the  terms  of  said  chapter  two 
hundred  and  tliirty-eight  of  volume  tliirty  of  the  Stat- 
utes at  Large,  upon  the  plans  now  on  file  with  the  Secre- 
tary of  War,  or  any  modification  of  said  plans  which  the 
Secretary  of  War  may  approve;  and  the  Koocliiching    Height  of  dam. 
Company,  its  successors  and  assigns,  is  hereby  authorized 
to  construct  such  dam  at  such  height  as  will  raise  the 
waters   of   Rainy  Lake  to   high-water  mark:   Provided,    waste wkj-s. 
That  said  dam  shall  be  furnished  with  such  openings  or 
gates  or  waste  ways  as  will  carry  the  waters  of  the  river 
at  flood  stage  without  raising  the  water  higher  than  it 
would  rise  in  the  natural  condition  of  the  stream:  A7id    ^''^^'^g^'^- 
provided   further.   That   nothing   in   tliis   Act   contained 
shall  be  construed  as  relie\ang  the  Koocliiching  Com- 
pany, its  successors  or  assigns,  from  liability  for  any 


662  EEPOKT    OF    THE    INLAND    WATEEWAYS    COMMISSION 

damage  inflicted  upon  private  property  by  reason  of  the 
raising  of  the  waters  of  the  lake  as  aforesaid. 
Effect  Sec.  3.  That  this  Act  shall  take  effect  and  be  in  force 

from  and  after  its  passage. 
Approved,  June  28,  1902. 

v^^V'la'^^SH        Chap.  797. — An  Act  Relating  to  a  dam  across  Rainy  River. 


fPub'iic^^^No      ^^  ^^  enacted  hy  the  Senate  and  House  of  Representatives 
103.]         '  /   '  of  the  United  States  of  America  in  Congress  assembled,  That 
Mkm'.°^    ^"  *''^'  the  Rainy  River  Improvement  Company,  a  corporation 
Rainy     River  organized    Under    the    laws  of  the  State   of    Minnesota 
Company  to  sue- for  the  improvement  of  the  navigation  of  Rainy  River 
fomercompinySiid  Rainy  Lake,  and  its  successors  and  assigns,  upon 
filing  with  the  Secretary  of  War  proof  satisfactory  to 
him     of    its    succession    to    the    rights    and    privileges 
granted   to   the  Koochiching  Company  by  the   follow- 
voi. 30, p. 398.  mg  Acts   of   Congress,   namely:  Chapter   two   hundred 
and   tliirty-eight  of  volume  thirty  of  the   Statutes  at 
Large,  "An  Act  permitting  the  building  of  a  dam  across 
Rainy  Lake  River,"  approved  May  fourth,  eighteen  hun- 
voi.  31,  p.  167.  (jj.g(i  and  ninety-eight ;  chapter  three  hundred  and  forty- 
six  of  volume  tliirty-one  of  the  Statutes  at  Large,  ''An 
Act  to  amend  an  Act  entitled  'An  Act  permitting  the 
building  of  a  dam  across  Rainy  Lake  River,'  "  approved 
Vol.  32,  p.  485.  May  fourth,  nineteen  hundretl ;  chapter  thirteen  hundred 
and  five,  volume  thirty-two,  of  the  Statutes  at  Large,  "An 
Act  relating  to  the  construction  of  a  dam  across  Rainy 
River,"  approved  June  twenty-eighth,  nineteen  hundred 
and  two,  shall  have  the  right,  subject  to  the  restrictions, 
conditions,  and  terms  of  said  several  Acts,  to  construct 
and   maintain   the   dam   provided  for  therein,   at   such 
Timi^°ot  con-^^^o^^^  ^^  ^^^  Secretary  of  War  may  approve:  Provided, 
struction.  That  such  dam  shall  be  completed  on  or  before  July  first, 

nineteen  hundred  and  eight, 
jfsion^  °^  ^"*^'  ^^^-  2-  That  upon  filing  the  proof  of  its  succession  to 
the  rights  of  the  Koochiching  Company,  and  the  ap- 
proval thereof  by  the  Secretary  of  War,  that  officer  shall 
issue  to  the  Rainy  River  Improvement  Company  a  cer- 
tificate of  such  approval. 

vSec.  3.  That  the  right  to  alter,  amend,  or  repeal  this 
Act  is  hereby  expressly  reserved. 
Approved,  February  25,  1905. 

I  n  ^R  ~i.5444^i      Chap.  194. — An  Act  Extending  the  time  for  tlie  construction  of 

— '. — : - ^a  dam  across  Rainy  River. 

[Public,    No. 

^^voi.   .35,   p.     B^  «*^  enacted  hy  the  Senate  and  House  of  Representa- 
-'^^-  tives  of  the  United  States  of  America  in  Congress  assem- 

T^'m'e^'e  x"^-  ^^^d^  That  the  Rainy  River  Improvement  Company,  a 
tended  for  corporation  organized  under  the  laws  of  the  State  of  Min- 
u"™i°ny^' River  nesota,  as  the  successor  to  the  rights  and  privileges  here- 
Company.^™^"*  lofore  granted  to  the  Koochiching  Company  under  the 
following  acts  of  Congress,  namely:  Chapter  two  hun- 
dred and  thirty-eight  of  volume  thirty,  Statutes  at  Large, 


cession. 


Amendment. 


STATUTES  RELATING   TO    WATER  POWER  663 

entitled  "An  Act  permitting  the  building  of  a  dam  across ^Qg°^-   ^^'   p- 
Rainy  River,"  apjDroved  May  fourth,  eighteen  hundred 
and   ninetj^-eight ;    and   of   chapter  seven   hundred   and 
ninety-seven  of  volume  thirty-three,  Statutes  at  Large, 
entitled  "An  Act  relating  to  a  dam  across  Rainy  River,''      voi    33,    p. 
approved  February  twenty-fifth,  nineteen  hundred  and^^'*" 
five,  and  of  the  various  Acts  and  provisions  therein  re- 
cited amending  said  Act  approved  May  fourth,  eighteen 
hundred  and  ninet3^-eight,  and  further  subject  to  the  re- 
strictions, conditions,  and  terms  of  all  of  said  Acts,  is 
liereby  authorized  to  construct  and  maintain  a  dam  across 
Rainy  River,  Minnesota,  at  the  place  designated  in  said 
Acts,  in  accordance  with  the  provisions  of  the  Act  en- 
titled "An  Act  to  regulate  the  construction  of  dams  across    voi.    34.    p. 
navigable  waters,"  approved  June  twenty-first,  nineteen  ^^^' 
hundred  and  six,  so  far  as  the  same  shall  be  applicable 
thereto:  Provided,  That  said  dam  shall  be  completed  on  piJ/ion."*^ '''^^ 
or  before  Julv,  nineteen  hundred  and  eleven. 

Sec.  2  That  the  right  to  alter,  amend,  or  repeal  this     Amendment. 
Act  is  hereby  expressly  reserved. 

J  G  Cannon 
/Speaker  of  the  Honse  of  Representatives. 

Chrls  W.  Fairbanks 
Vice-President  of  the  United  States  and 

President  of  the  Senate. 

In  the  House  or  Representati\^s 

May  12,  1908. 

The  President  of  the  United  States  having  returned 
to  the  House  of  Representatives  in  which  it  originated 
the  bill  (H.  R.  15444)  "An  Act  extending  the  time  for 
the  construction  of  a  dam  across  Rainy  River,"  with  his 
objections  thereto  the  House  proceeded  in  pursuance  of 
the  Constitution  to  reconsider  the  same ;  and 

Resolved,  That  the  said  bill  pass,  two-thirds  of  the 
House  of  Representatives  agreeing  to  pass  the  same. 

Attest : 

A  McDowell  Clerk. 

In  THE  Senate  of  the  United  States 

May  23,  1908. 
The  Senate  having  proceeded,  in  pursuance  of  the  Con- 
stitution, to  reconsider  the  bill  entitled  "An  Act  extend- 
ing the  time  for  the  construction  of  a  dam  across  Rainy 
River,"  returned  to  the  House  of  ReiDresentatives  by  the 
President  of  the  United  States,  with  his  objections,  and 
sent  by  the  House  of  Representatives  to  the  Senate,  with 
the  message  of  the  President  returning  the  bill : 

Resolved,  That  the  bill  do  pass,  two-thirds  of  the  Sen- 
ate agreeing  to  pass  the  same. 

Attest:  Charles  G.  Bennett 

Secretary. 
ByH.  M.  Rose 

Asst.  Secy. 


664 


EEPOET   OF    THE   INLAND   WATERWAYS   COMMISSION 


plans. 


Sluiceway. 


(53) 

Mar.  16, 1906.  Chap.  953. — An  Act  Permitting  the  building  of  a  dam  across  the 
Vol.  34,  p.  65.  -p^gj  Lake  River  at  or  near  the  junction  of  Black  River  with  said  Red 
[S.  4128.]  Lake  River  in  Red  Lake  County,  Minnesota. 

[Public,   No. 

^^•^  Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

R  e  d  L  a  k  e  q/"  the  United  States  of  America  in  Congress  assembled,  That 
Dam  by°'wii-  the  consent  of  Congress  is  hereby  granted  to  Wilham  J. 
au^oiized."^^^  Murphv,  his  successors  and  assigns,  to  build  a  dam  across 
Location.        the  Red  Lake  River  at  or  near  the  junction  of  the  Black 
River,  so  called,  with  said  Red  Lake  River,  in  Red  Lake 
County,  Minnesota,  for  the  development  of  water  power, 
and  such  works  and  structures  in  connection  therewith 
as  may  be  necessary  or  convenient  in  the  development 
of  said  power  and  in  the  utilization  of  the  power  thereby 
Provisos.        developed:  Provided,  That  the  plans  for  the  construction 
wa^tl)  ^approve  of   said    dam    and    appurtenant   works    shall    be    sub- 
pians.  mitted  to  and  approved  by  the  Chief  of  Engineers  and 

the  Secretary  of  War  before  the  commencement  of  the 
Modification  of  construction  of  the  same:  And  provided  further,  That 
the  said  William  J.  Murphy,  his  successors  or  assigns, 
shall  not  deviate  from  such  plans  after  such  approval, 
either  before  or  after  the  completion  of  said  structures, 
unless  the  modification  of  said  plans  shall  have  previously 
been  submitted  to  and  received  the  approval  of  the  Chief 
of  Engineers  and  of  the  Secretary  of  War:  And  provided 
further,  That  there  shall  be  placed  and  maintained  in 
connection  with  said  dam  a  sluiceway  so  arranged  as  to 
permit  logs,  timber,  and  lumber  to  pass  around,  through, 
or  over  said  dam  without  unreasonable  delay  or  hm- 
drance  and  without  toll  or  charges:  And  provided  fur- 
ther, That  the  dam  shall  be  so  constructed  that  the  Gov- 
ernment of  the  LTnited  States  may  at  any  time  construct 
in  connection  therewith  a  suitable  lock  for  navigation  pur- 
poses, and  jnay  at  any  time,  without  compensation,  con- 
trol the  said  dam  so  far  as  shall  be  necessary  for  purposes 
of  navigation, .  but  shall  not  destroy  the  water  power 
developed  by  said  dam  and  structures  to  any  greater  ex- 
tent than  may  be  necessary  to  provide  proper  facilities 
for  navigation,  and  that  the  Secretary  of  War  may  at 
any  time  require  and  enforce  at  the  expense  of  the  owners 
such  modifications  and  changes  in  the  construction  of 
such  dam  as  he  may  deem  advisable  in  the  interests  of 
navigation:  And  provided  further,  That  suitable  fish- 
ways,  to  be  approved  by  the  United  States  Fish  Commis- 
sion, shall  be  constructed  and  maintained  at  said  dam  by 
the  said  William  J.  Murphy,  his  successors  or  assigns. 

Sec.  2.  That  in  case  any  litigation  arises  from  the 
building  of  said  dam,  or  from  the  obstruction  of  said 
river  by  said  dam  or  appurtenant  works,  cases  may  be 
tried  in  the  proper  courts,  as  now  provided  for  that  pur- 
pose in  the  State  of  Minnesota  and  in  the  courts  of  the 
United  States:  Provided,  That  nothing  in  this  Act  shall 
be  so  construed  as  to  repeal  or  modify  any  of  the  pro- 
visions of  law  now  existing  in  reference  to  the  protection 


Lock. 


Changes. 


Fishways. 


Litiga-tion. 


Proviso. 
Existing    laws 
not  affected. 


STATUTES   RELATING   TO    WATER   POWER  665 

of  the  navigation  of  rivers,  or  to  exempt  said  structures 
from  the  operation  of  same. 

Sec.  3.  That  this  Act  shall  be  null  and  void  unless  the  ^ J,j^f„„°f  ^°"- 
dam  herein  authorized  be  commenced  within  one  year 
and  be  completed  within  three  years  from  the  time  or  the 
passage  of  this  Act. 

Sec.  4.  That  the  right  to  amend  or  repeal  this  Act  is    -^"^e^d^ent- 
hereby  expressly  reserved. 

Approved,  March  16,  1906. 


(54) 

Chap.  256. — An  Act  Permitting  the  building  of  a  dam  across  the     voy'34''^^' 
Rock  River  at  Grand  Detour,  Illinois.  °LL    '^' L_ 

[H.  R.  8442.] 

Be  it  enacted  by  the  Senate  and  House  of  Representatives  JJ^^^^^'  '  ° 
of  the  United  States  of  America  in  Congress  asseinbled,  That    Rock  Rher. 

s  i>/^  -ii  1      ^    j^      c^  T^        Uam,    etc.,    at 

the  consent  or  Congress  is  hereby  granted  to  Spencer  13.  Grand  Detour, 
Newberrj^  and  George  A.  Blackford,  both  of  the  city  of  i"- «"t^«"^^^- 
Sandusk}-,  Erie  County,  Oliio,  and  Charles  H.   Hughes, 
of  Dixon,  Lee  County,  lUinois,  their  heirs,  administra- 
tors,    successors,   and    assigns,    to    build,  operate,    and 
maintain  a  dam  across  Rock  River  near  Grand  Detour, 
Illinois,  at   any  point  within   one  mile  distant  from  the 
center  of  section  tliirteen,  township  twenty-two  north, 
range  nine  east  of  the  fourth  principal  meridian,  in  the 
State  of   Illinois,  for  the  development  of  water  power 
and  such  works  and  structures  in  connection  therewith 
as  may  be  necessary  or  convenient  in  the  development 
of  said  power  and  in  the  utilization  of  the  power  thereby    use  of  water 
developed;  and  the  said  Spencer  B.  Newbeny,  George ^"pp^^'- 
A.  Blackford,  and  Charles  H.  Hughes,  their  heirs,  admin- 
istrators, successors,  and  assigns,  are  hereby  authorized 
and  empowered  to   draw   and   divert  by  canal,   flume, 
or  race  irom  the  pool  formed  by  the  construction  of  the 
above  dam  and  works  incident  thereto,  such  supply  of 
water  as  may  be  required  for  the  full  development  arid 
utilization   of  said   water   power   and   to   conduct   said 
water  through  the  canal  reservation  in  Grand  Detour 
and  discharge  the  same  into  said  Rock  River  at  or  near 
the  westerly  end  of  said  canal  reservation,  and  also  for 
that  purpose  to  construct,  operate,  and  maiiitain  such 
structures  and  improvements  as  may  be  required:  Pro-    ^^°^^^°^y    of 
vided,  That  the  plans  for  the  construction  of  the  said  dam,  Av'ar  to  approve 
canal,  and  appurtenant  works  shall  be  submitted  to  and  p'^"^' ''*'• 
approved  b}^  the  Chief  of  Engineers  and  the  Secretary-  of 
War  before  the  commencement  of  the  construction  of  the 
same:  And  provided  further,  That  the  said  Spencer  B.    cuanges. 
Newberry,  Georo;e  A.'^Blackford,  and  Charles  H.  Hughes, 
their  heiVs,  administrators,  successors,  and  assigns,  shall 
not  deviate  from  such  plans  after  such  approval  either 
before  or  after  the  completion  of  the  structures  therein 
described,  unless  the  modification  of  said  plans  shall  have 

31673— S.  Doc.  325,  60-1 43 


666  REPORT    OF    THE   INLAND    WATERWAYS    COMMISSION 

been  previously  submitted  to  and  received  the  approval 
of  the  Chief  of  Engineers  and  Secretary  of  War:  And 

Fishways.  provided  further,  That  suitable  fishways  shall  be  con- 
structed and  maintained  by  the  grantees  under  the  Act  at 
their  own  expense,  as  may  be  required  from  time  to  time 
by  the  United  States  Fish  Commission:  And  provided 

Lock.  further,  That  the  said  dam  shall  be  so  constructed  that 

the  Government  of  the  United  States  may  at  anj  time 
construct  in  connection  therewith  a  suitable  lock  for 
navigation  purposes,  and  may  at  any  time  control  the 
said  dam  so  far  as  shall  be  necessary  for  the  purposes  of 
navigation,  but  shall  not  destroy  or  impair  the  water 
power  developed  by  said  dam,  canal,  and  appurtenant 
structures  to  a  greater  extent  than  shall  be  necessary  to 
provide  proper  facilities  for  navigation,  and  other  pur- 
poses of  public  interest. 

Litigation.  Sec.  2.  That  in  case  any  litigation  arises  from  the  build- 

ing, operation,  and  maintenance  of  said  dam,  canal,  and 
appurtenant  works,  or  from  the  obstruction  of  the  river 
by  the  same,  or  any  damages  resulting  to  private  property 
by  overflow  or  otherwise,  proceedings  to  adjust,  deter- 
mine, and  to  recover  compensation  for  such  damages  shall 
be  instituted  either  in  the  State  or  Federal  courts. 
strartfon°*  ''°'''  Sec.  3.  That  this  Act  shall  be  null  and  void  unless  the 
dam,  canal,  and  appurtenant  works  herein  authorized  be 
commenced  within  three  je&xs  and  completed  within  six 
years  from  the  time  of  the  passage  of  this  Act. 

Amendment.  Sec.  4.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 

Approved,  February  16,  1906. 


(55) 

Mar.  3, 1905.  Chap.  1438. — An  Act  Authorizing  the  construction  of  a  dam  across 

Vol.  33,  p.  1004.  Rock  River  at  Lyndon,  Illinois. 


[H.    R.   15440.]  „.  777r(  7TT  /-Tl 

[Public,  No.     Be  it  enacted  by  the  benxite  and  House  oj  Representatives 

^^Rock  River,  ni.o/fAe  United  States  of  America  in  Congress  assembled,  That 

ized^™cross*^°at  P^^^^^^^^^   ^®   given  to   Edward  A.  Smith,  Harvey  vS. 

Lyndon.     '      Green,   and  John  J.  Hurlbert,  of  Morrison,   Illinois,  or 

their  assigns,  to  erect  a  dam  with   an  eight-foot  head 

across  Rock  River  at  or  near  Lyndon,  Whiteside  County, 

Illinois,  the  south  end  of  said  dam  to  be  located  near  the 

line  between  sections  twenty-one  and  twenty-two  in  town 

twenty  north  of  range  five  east  of  the  fourth  principal 

meridian,  and  the  north  end  of  said  dam  to  intersect  the 

bank  of  said  river  in  section  twenty-one  in  the  same  town, 

Provisos.        range,  and  meridian:  Provided,  That  the  plans  for  the 

war^  to  ^approve  construction  of  Said  dam  shall  be  submitted  to  and  ap- 

pians,  etc.  provcd  by  the  Chief  of  Engineers  and  the  Secretary  of 

War,  and  until  approved  by  them  the  construction  of  the 

dam  shall  not  be  commenced;  and  after  such  approval 

the  plans  shall  not  be  changed,  either  before  or  after  the 


STATUTES   RELATING   TO    WATER  POWER  667 

completion  of  the  structure,  unless  authorized  by  the 
Chief  of  Engineers  and  the  Secretary  of  War,  and  the 
Secretary  of  War  may  at  any  time  require  and  enforce  at 
the  expense  of  the  owners  of  the  structure  such  modifica- 
tions and  changes  in  said  structure  as  he  may  deem  ad- 
visable in  the  interest  of  navigation:  Provided  further, 
That  the  Secretary  of  War  may  at  any  time  require  the  Locks,  eta 
grantees  imder  tliis  Act  to  construct  at  their  own  expense 
in  connection  with  said  dam  suitable  locks,  canals,  sluice- 
ways, or  other  structures,  for  the  passage  of  boats  and 
other  water  craft,  the  said  structures  to  be  built  upon 
plans  wliich  he  may  approve;  and  the  said  grantees  shall 
maintain  and  operate  said  locks,  canals,  and  other  struc- 
tures at  their  own  expense,  and  shall  pass  all  water  craft 
through  the  same  without  delay  and  without  any  charge 
whatever  as  long  as  said  dam  is  maintained;  and  if  said 
dam  and  other  structures  shall  be  abandoned  by  the  said 
grantees  at  any  time,  all  portions  thereof  shall  be 
promptly  removed  by  the  grantees  at  their  own  expense. 

Sec.  2.  That  before  entering  upon  the  construction  of  ^^ml^r*'  ^""^ 
the  works  herein  authorized  compensation  shall  be  made 
to  any  person,  firm,  or  corporation  whose  lands  or  other 

Property  may  be  taken,  overflowed,  or  otherwise  damaged 
y  the  construction,  maintenance,  and  operations  of  the 
said  works  in  accordance  with  the  laws  of  the  State  where 
such  lands  or  other  property  may  be  situated,  and  if  any 
litio:ation  arises  from  the  construction,  operation,  or  Litigation. 
maintenance  of  the  said  works,  cases  may  be  tried  m  the 
proper  courts,  as  now  provided  for  that  purpose  in  the 
State  of  Illinois  and  the  courts  of  the  United  States. 

Sec.  3.  That    such   suitable   fishways    shall    be   con-    Fishways. 
structed  and  maintained  by  the  grantees  under  this  Act  at 
their  own  expense  as  may  be  required  from  time  to  time 
by  the  United  States  Fish  Commission. 

Sec.  4.  That  tliis  Act  shall  be  null  and  void  if  actual  gj™?,jj°^  *'°°- 
construction  of  the  dam  herein  authorized  be  not  com-^ 
menced  within  two  years  and  completed  within  four  years 
from  the  date  hereof. 

Sec.  5.  That  the  right  to  alter,  amend,  or  repeal  this    Amendment. 
Act  is  hereby  expressly  reserved. 

Approved,  March  3,  1905. 


(56) 


Chap.  1201.— An  Act  Permitting  the  btiilding  of  a  dam  across  Rock    vol' 34 ,' p^ 933. 

River  at  Lyndon,  Illinois.  '■ — '■ 

•^  -  [H.  R.  25234.] 

Be  it  enacted  by  the  Senate  and  House  of  Representatives  iJi-^^^^^^' 
of  the  United  States  of  America  in  Congress  assemUed,  That    |°J'^^arT'  a. 
Edward  A.  Smith,  Harvey  S.  Green,  and  John  J.  Hurlbert,  smith  ct  ai.  may 
of  Morrison,  Illinois,  their  heirs,  administrators,  execu- in°^' ^*  ^^  °°' 
tors,  successors,  and  assigns,  are  hereby  authorized  to 
construct  and  maintain  a  dam  across  Rock  River  at  or 


668 


EEPOKT   OF    THE   INLAND   WATERWAYS   COMMISSION 


Vol.  34,  p.  386. 


Amendment. 


near  Lyndon,  Whiteside  County,  Illinois,  the  south  end 
of  said  dam  to  be  located  near  the  line  between  sec- 
tions twenty-one  and  twenty-two  in  township  twenty 
north,  range  five  east,  fourth  principal  meridian,  and  the 
north  end  of  said  dam  to  intersect  the  bank  of  said  river 
in  section  twenty-one  in  the  same  township,  range,  and 
meridian,  and  all  works  incident  thereto  in  the  utilization 
of  the  power  thereby  developed,  in  accordance  with  the 
provisions  of  an  Act  entitled  ' '  An  Act  to  regulate  the  con- 
struction of  dams  across  navigable  waters,''  approved 
June  twenty-first,  nineteen  hundred  and  six. 

Sec.  2.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 

Approved,  February  25,  1907. 


(57) 

May  1, 1906.  Chap.  2072. — An  Act  Permitting  tlie  building  of  dams  across  the 

Vol.  34,  p.  155.  north,  and  south  branches  of  Rock  River,  adjacent  to  Vandruffs  Island 
[H  R.  14508.]     ^i^d  Carrs  Island,  and  across  the  cut-off  between  said  islands,  in  Rock 
[Public,  No.  Island  County,  Illinois,  in  aid  of  navigation  and  for  the  development 
137.]  of  water  power. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
RockRiver,  lu.  of  the  United  States  of  America  in  Congress  assemUed,  That 

vif ^ay^^dam^'fn  the  couscut  of  Cougrcss  is  hereby  granted  to  Samuel  S. 

Country.  ^^^'^'"'^ Davis,  of  the  city  of  Rock  Island,  in  the  county  of  Rock 
Island  and  State  of  Illinois,  his  heirs,  executors,  admin- 
istrators, and  assigns,  to  build,  operate,  and  maintain 
Location.  dams  across  the  north  and  the  south  branches  or  chan- 
nels of  Rock  River  adjacent  to  Vandruft's  Island  and  to 
Carrs  Island,  and  across  the  cut-off  between  said  islands, 
in  said  county  of  Rock  Island,  State  of  Illinois,  in  aid  of 
navigation  and  for  the  develoi)ment  of  water  power,  to- 
gether with  such  works  and  structures  in  connection  there- 
with as  may  be  necessary  or  convenient  in  the  develop- 
ment of  said  power  and  the  utilization  of  the  power 
thereby  developed;  said  dams  may  be  built  at  or  near  the 
sites  of  the  dams  formerly  existing  across  said  branches 
and  said  cut-off,  or  at  any  place  or  places  between  said 
sites  and  the  dams  now  constructed  at  or  near  the  head  of 
said  Carrs  Island  for  the  jDurposes  of  the  IHinois  and 
Canal,  etc.  Mississippi  Canal,  and  the  said  Samuel  S.  Davis,  his  heirs, 
executors,  administrators,  and  assigns  are  hereby  author- 
ized and  empowered  to  draw  and  divert  by  canal,  flume, 
or  race,  or  canals,  flumes,  and  races,  from  the  pool  formed 
by  the  construction  of  said  dams  and  works  incident  there- 
to, such  supply  of  water  as  may  be  required  for  the  full 
and  complete  development  and  utflization  of  said  water 
power,  and  to  discharge  the  same  into  said  Rock  River  or 
some  branch  or  channel  thereof  at  or  near  the  lower  part 
of  said  Vandruffs  Island,  or  at  some  place  or  places  on  or 
near  the  north  shore  of  said  river  or  of  the  north  branch 
or  channel  thereof  opposite  to  or  below  said  Vandruffs 
Island;  and  also  for  that  purpose  to  construct,  operate, 


STATUTES  EELATING   TO   WATER  POWER 


669 


and  maintain  such  structures  and  improvements  as  may 
be  necessary  or  convenient:  Provided,  That  such  dams    £7^"/°^    of 
shall  not  be  built  or  commenced  until  the  plans  and  speci-  war  to  approve 
fications  for  their  construction,  together  with  such  draw-  ^  '*°^' 
ings  of  the  proposed  construction  and  such  map  of  the 
proposed  locations  as  may  be  required  for  a  full  under- 
standing of  the  subject,  have  been  submitted  to  the  Secre- 
tary of  ^Yar  for  his  approval,  or  until  he  shall  have  ap- 
proved such  plans  and  specifications  and  the  location  of 
such  dams  and  accessory  works;  and  when  the  plans  for 
any  dam  to  be  constructed  under  the  provisions  of  this 
Act  have  been  approved  by  the  Secretary  of  War  it  shall 
not  be  lawful  to  deviate  from  such  plans,  either  before  or 
after  completion  of  the  structure,  unless  the  modification 
of  such  plans  has  previously  been  submitted  to  and  re- 
ceived the  approval  of  the  Secretary  of  War:  Provided, 
That  in  approving  said  plans  and  locations  such  condi-    Locks,  etc. 
tions  and  stipulations  may  be  imposed  as  the  Secretary 
of  War  may  deem  necessar}^  to  protect  the  present  and 
future  mterests  of  the  United  States,  which  may  include 
the  condition  that  said  Samuel  S.  Davis,  his  heirs,  execu- 
tors, administrators,  or  assigns,  shall  construct,  maintain, 
and  operate,  without  expense  to  the  United  States,  in  con- 
nection with  said  dams  and  appurtenant  works,  a  lock  or 
locks,  booms,  sluices,  or  any  other  structures  which  the 
Secretary  of  War  at  any  time  may  deem  necessary  in  the 
interest  of  navigation,  in  accordance  with  such  plans  as 
he  may  approve,  and  also  that  whenever  Congress  shall 
authorize  the  construction  of  a  lock  or  other  structures 
for  navigation  piu"poses  in  connection  ^dth  such  dams, 
the  person  o^wning  such  dams  shall  convey  to  the  United 
States,  free  of  cost,  title  to  such  land  as  may  be  required 
for  such  constructions  and  approaches,  and  shall  grant  to 
■  the  United  States  a  free  use  of  water  power  for  building 
and  operating  such  constructions:    And  provided  further, 
That  suitable  fishways  shall  be  constructed  and  main-    Fishways. 
tained  in  said  dams  by  said  Samuel  S.  Davis,  his  heirs, 
executors,  administrators,  or  assigns,  at  his  or  their  own 
expense,  as  may  be  required  from  time  to  time  by  the  Sec- 
retary of  Commerce  and  Labor :    And  provided  further, 
That  said  dams  and  other  structures  shall  be  so  con- j^i^^o^^p.  «^  ^^'^ 
structed  as  in  the  judgment  of  the  Secretary  of  War  notnai. 
to  interfere  with  the  Illinois  and  Mississippi  Canal  and  not?o''be  aflected 
the  operation  thereof,  and  the  Secretary  of  War  shall  at 
any  time  control  said  dams  so  far  as  shall  be  necessary  for 
the  purposes  of  said  last  above-mentioned  canal,  but  shall 
not  destroy  or  impair  the  water  power  developed  by  said 
dams,  canals,  and  appurtenant  structures  to  a  greater  ex- 
tent than  shall  be  necessary  to  provide  proper  facilities 
for  the  navigation  of  said  Illinois  and  Mississippi^  Canal 
or  other  purposes  affecting  navigation ;   and  the  said  Sec- 
retary of  War  may  impose  reasonable  charges  for  the  use 
of  the  flowage  rights  of  the  United  States,  if  any,  below 
the  sites  of  the  present  Government  dams  at  the  head  of 


670  EEPOKT   OP   THE  INLAND   WATERWAYS   COMMISSION 

south^Branchof^^^*^  Capis  Island:  And  provided  further,  That  the  Sec- 
Kock  River  retary  of  War  is  hereby  authorized,  if  in  his  judgment 
the  interests  of  the  United  States  will  not  be  injured  there- 
by, to  permit  the  dam  across  the  south  branch  of  Rock 
River  to  be  located  and  built  on  land  belonging  to  the 
United  States,  under  and  subject  to  such  terms  and  condi- 
tions as  he  may  consider  just  and  reasonable. 

Litigation.  Sec.  2.  That  in  case  any  litigation  arises  from  the 

building,  operation,  and  maintenance  of  said  dams,  ca- 
nals, and  appurtenant  works,  or  from  the  obstruction  of 
said  river  by  the  same,  or  any  damages  resulting  to  pri- 
vate property  by  overflow  or  otherwise,  proceedings  to 
adjust,  determine,  and  recover  compensation  for  such 
damages  may  be  instituted  in  any  court  of  competent 
jurisdiction. 

Time  of  con-  Sec.  3.  That  uulcss  the  actual  construction  of  the 
dams  herein  authorized  shall  be  commenced  within  one 
year  and  completed  within  three  years  after  the  passage 
of  this  Act,  the  rights  and  privileges  herein  granted,  so 
far  as  they  pertain  to  the  construction  of  any  dam  or 
dams  not  then  completed,  shall  cease  and  determine. 

Amendment.        Sec.  4.  That  the  right  to  alter,  amend,  and  repeal  this 
Act  is  hereby  expressly  reserved. 
Approved,  May  1,  1906. 


(58) 

[Extract  from  river  and  liarbor  act  approved  March  2,  1907.    Stats.  L.,  Vol.  34,  p. 

1103.] 

Dam  ^Imthor-  ^'^^  Secretary  of  War  is  authorized  to  permit  the  Ster- 
ized  across,  at  ling  Hydraulic  Company,  of  Sterling,  Illinois,  to  erect, 
sterimg.  owu,  and  operate  a  power  station  in  connection  with  the 

dam  built  or  to  be  built  by  the  United  States  in  Rock 
River  at  or  near  Sterling,  Illinois,  in  connection  with  the 
Provisos.        construction  of  the  Illinois  and  Mississippi  Canal:    Pro- 
cation^et^.  °  °'vided,  That  the  location  and  plans  of  said  power  station 
shall  be  subject  to  the  approval  of  the  Secretary  of  War: 
toKbstruct"ed!  Provided  further,  That  the  navigation  of  Rock  River  and 
of  the  Illinois  and  Mississippi  Canal  and  the  operation 
and  maintenance  of  said  dam  shall  be  in  no  way  obstructed 
thereby:    And  jwovided  further.  That  prior  to  the  issue 
Condition.       of  said  permit  the  Sterling  Hydraulic  Company  shall 
waive  any  and  all  claims  that  it  may  have  against  the 
United  States  by  reason  of  the  construction,  operation, 
and  maintenance  of  the  Illinois  and  Mississippi  Canal, 
except  such  claims  as  it  may  have  for  the  abstraction 
from  Rock  River  of  more  than  three  hundred  cubic  feet 
of  water  per  second  when  the  flow  of  Rock  River  imme- 
diately above  is  less  than  one  thousand  cubic  feet  of 
water  per  second. 


STATUTES  RELATING   TO   WATER  POWER  671 

(59) 

Chap.  513. — An  Act  Permitting  the  building  of  a  dam  across  the     Feb.  7, 1903. 
St.  Croix  River  at  or  near  the  village  of  St.  Croix  Falls,  Polk  County,     Vol.  32,  p.  802. 
Wisconsin. 

Be  it  enacted  by  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That  ^f^l^-  ^y^^  °  ^  ^ 
the  consent  of  Congress  is  hereby  granted  to  St.  Croix    st!  croix 
Falls  Wisconsin  Improvement  Compan}^,  a  corporation impro\'^ement 
organized  under  the  laws  of  the  State  of  Wisconsin,  and9°- ^*  livT^^J 

m        /-^      •        T-\    n       ■»  f  T  /-^  aam  at  at.  Croix 

to  St.  Croix  r  alls  JViinnesota  Improvement  Company,  FaUs. 
a  corporation  organized  under  the  laws  of  the  State  of 
IVIinnesota,  or  either  of  them,  their  and  each  of  their  sue 
cessors  or  assigns,  to  build  a  dam  across  the  St.  Croix 
River  at  or  near  the  St.  Croix  Falls,  so  called,  in  said 
river,  and  all  works  incident  thereto  in  the  utilization  of 
the  power  thereby  developed:    Provided,  That  the  plans    Protisos. 
for  the  construction  of  said  dam  and  appurtenant  works  proveT  by^t^e 
shall  be  submitted  to  and  approved  by  the  Cliief  of  Engi-'^''"''taryofwar 
neers  and  the  Secretary  of  War  before  the  commencement 
of  the  construction  of  such  dam:  And  provided  further, 
That  said  St.  Croix  Falls  Wisconsin  Improvement  Com- 
pany and  said  St.  Croix  Falls  Minnesota  Improvement 
Company,  or  either  of  them,  their  and  each  of  their  suc- 
cessors or  assigns  shall  not  deviate  from  such  plans  after 
such  approval  either  before  or  after  the  completion  of  the 
structure,  unless  the  modification  of  said  plans  shall  have 
previously  been  submitted  to  and  received  the  approval  of 
the  Cliief  of  Engineers  and  of  the  Secretary  of  War: 
And  provided  further,  That  there  shall  be  placed  and  main-   construction  of 
tained  in  connection  with  said  dam  a  sluiceway  so  ar- '''""^'''^'^^• 
ranged  as  to  permit  logs,  timber,  and  lumber  to  pass 
around,  through  or  over  said  dam,  mtliout  unreasonable 
delay  or  liindrance,  and  without  toll  or  charges;  that  tlie^.^^ifistona\nga- 
Government  of  the  United  States  may,  at  any  time,  con- 
struct in  connection  therewith  a  suitable  lock  for  naviga- 
tion purposes,  may  at  any  time  without  compensation 
control  the  said  dam  for  purposes  of  navigation,  but  shall 
not  destroy  the  water  power  created  by  said  dam  to  any 
greater  extent  than  may  be  necessary  to  provide  proper 
facilities  for  navigation;    and  that  the  Secretary  of  War 
may,  at  any  time,  require  and  enforce,  at  the  expense  of 
the  owners,  such  modifications  and  changes  in  the  con-    changes, 
struction  of  said  dam  and  may  make  such  regulations  for 
the  operation  of  said  dam  as  he  may  deem  advisable  in  the 
interests  of  navigation. 

Sec.  2.  That  in  case  any  litigation  arises  from  the  build-  Litigation. 
ing  of  said  dam  or  from  the  obstruction  of  said  river  by 
said  dam  or  appurtenant  works  cases  may  be  tried  in  the 
proper  courts,  as  now  provided  for  that  purpose  in  the 
States  of  Wisconsin  and  Minnesota,  and  in  the  courts  of 
the  United  States. 

Sec.  3.  That  this  Act  shall  be  null  and  void  unless  the    Time  of  con- 
dam  herein  authorized  be  commenced  wdthin  two  years 


672  REPOET   OF    THE   INLAND    WATERWAYS   COMMISSION 

and  completed  within  five  years  from  the  time  of  the  pas- 
sage of  tliis  Act. 
Amendment.        Sec.  4.  That  the  Tight  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 
Approved,  February  7,  1903. 


(60) 

Apr.  5, 1906.  Chap.  1368. — All  Act  Permitting  the  building  of  a  dam  across  the 

Vol.  34,  p.  102.  Q.^^y^^  Joseph  River  near  the  village  of  Bemen  Springs.  Berrien  County, 

[H.  R.  16671.]     Michigan. 
[Public,    No: 

^"'^  Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

/mch'^'^^^^'''^f^^^  f7mie(Z  States  of  America  in  Congress  assembled,  That 
Berrien  Springs  the  conscnt   of  Coiigress  is  hereby  granted  to  the  Ber- 
S^co^'m'^paiiyrien  Springs  Power  and  Electric  Company,  a  corpora- 
may  dam.  iIq^^  organized  under  the  laws  of  the  State  of  Michigan, 

Location.  .  o  .  ,       ^  .     ' 

its  successors  and  assigns,  to  construct,  erect,  and  main- 
tain a  dam  across  the  Saint  Joseph  River,  in  Berrien 
County,  in  the  State  of  Michigan,  at  any  point  within  two 
miles  south  of  the  highway  bridge  at  Berrien  Springs,  to- 
gether with  all  necessary  works   appurtenant   thereto: 

Provisos.  Provided,  That  the  plans  of  said  dam  shall  be  submitted 
war"t''o''approveto  and  be  appi'ovcd  by  the  Chief  of  Engmeers  and  the 
plans,  etc.  Secretary  of  War  before  construction  is  commenced;  and 

the  Secretary  of  War  may  at  any  time  requhe  and  enforce, 
at  the  expense  of  the  owners,  such  modifications  in  the 
construction  of  said  dam  as  he  may  deem  advisable  in  the 
interest  of  navigation:  Provided  further.  That  there  shall 
be  placed  and  maintained  in  connection  with  said  dam  a 

Sluiceway  sluiccway  SO  arranged  as  to  permit  logs,  timber,  and  lum- 
ber to  pass  around,  through,  or  over  said  dam  without 
um-easonable  delay  or  hindrance  and  without  toll  or 
charges,  and  suitable  gates,  wens,  and  sluices  shall  be  pro- 
vided in  said  dam  and  shall  be  so  operated  as  to  furnish 
at  all  times  the  flow  of  water  necessary  for  the  navigation 
of  the  Saint  Joseph  River  below  Berrien  Springs;  and 

Fishways.  Suitable  fishwa3"s,  to  be  approved  by  the  United  States 
Fish  Commission,  shall  be  constructed  and  maintained  on 
said  dam. 

Damages.  Sec.  2.  That  before  the  construction  of  said  dam  shall 

be  begun,  the  permission  of  the  board  of  supervisors  of 
Berrien  County,  Michigan,  shall  be  obtained  thereto,  and 
compensation  shall  be  made  for  all  property  taken  or 
damages  thereby  occasioned  according  to  the  laws  of  the 
State  of  Michigan. 
stSon"^  '°°'  Sec.  3.  That  this  Act  shall  be  null  and  void  unless  the 
dam  herein  authorized  is  commenced  within  one  year  and 
completed  within  tlu'ec  years  from  the  date  hereof. 

iVmendment.        Sec.  4.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 
Approved,  April  5,  1906. 


STATUTES   RELATING    TO    WATER   POWER  673 

(61) 

Chap.  2579. — An  Act  To  autliorize  Herman  L.  Hartenstein  to  con-    Mar.  2, 1907. 
struct  a  dam  across  the  Saint  Joseph  River,  near  the  village  of  Mott-    Vol-  34,  p.  1254 
ville.  Saint  Joseph  County,  Michigan.  [H.  r.  25832.1 

[Public,    No. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives'^-^ 
of  the  United  States  of  America  in  Congress  assembled,  That  (.j.^^jf^'^^®?^  ^'^'" 
Herman  L.  Hartenstein,  a  citizen  of  the  State  of  Michi-    Herman  l. 
gan,  his   heu-s  and  assigns,   be,  and    they  are   hereby, may* dam, ^at 
authorized  to  construct,  maintain,  and  operate  a  dam^""^"'*^- 
across   the   Saint  Joseph   River,   at   any   point   up   the 
stream  within  one  mile  fi'oni  the  highway  bridge  at  the 
village  of  Mottville,  Saint  Joseph  County,  in  tlie  State 
of  Michigan,  in  accordance  with   the  provisions  of   the 
Act  entitled  ''  An  Act  to  regulate  the  construction  of  dams    Voi.  34,  p.  386. 
across  navigable  waters,"   approved  June  twenty-first, 
nineteen  hundred  and  six. 

Sec.  2.  That  the  right  to  alter,  amend,  or  repeal  this    -^jnendment. 
Act  is  hereby  expressly  reserved. 

Approved,  March  2,  1907. 


(62) 


Chap.  2555. — An  Act  Permitting  the  building  of  a  dam  across  the     M^ar.  2, 1907. 
Savannah  River  at  Andersonville  Shoals.  Vol.  34,  p.  1240_ 

[U.  R.  25848.] 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives  2x1^^'^^^^'  ■^°' 
of  the  United  States  of  America  in  Congress  assembled,  That    s  a  v  a  n  n  a  h 
the  J.  R.  Earle  Development  Company,  a  corporation    jT^r.  Earie  De- 
to    be    organized    under    the    laws    of    South   Carolina,  pan^™nay  daS^ 
its  successors  and  assigns,  is  hereby  authorized  to  con- at  AndersonviUe 
struct  and  maintain  a  dam  across  the  Savannali  River,  ^ 
extending  from  a  point  in  Hart  County,  Georgia,  to  a 
point  in  Anderson  County,  South  Carolina,  upon  or  in 
the  vicinity  of  Andersonville  Shoals,  and  all  works  inci- 
dent thereto  in  the  utilization  of  the  power  thereby  devel- 
oped, in  accordance  with  the  provisions  of  an  Act  entitled    voi.  34,  p.  386. 
"An  Act  to  regulate  the  construction  of  dams  across  navi- 
gable waters,"  approved  June  twenty-first,  nineteen  hun- 
dred and  six. 

Sec.  2.  That  the  right  to  amend  or  repeal  this  Act  is    Amendment 
hereby  expressly  reserved. 

Approved,  March  2,  1907. 


674  EEPOET   OF   THE   INLAKD   WATERWAYS   COMMISSION. 

(63) 

Mar.  2, 1907.  Chap.  2553. — An  Act  Permitting  the  building  of  a  dam  across  the 

Vol.  34,  p.  1240.  Savannah  River  at  Calhoun  Falls. 


[Public,  No.     Be  it  enacted  hy  tTie  Senate  and  House  of  Representatives 
^^1  a  V  a  n  n  a  h  ofthe  United  States  of  America  in  Congress  assembled,  That 
^H^'^h  MacRae^^^  Hugh   MacRae  (.'ompany,  a   corporation  organized 
Company  m  a'y uncler  the  laws  of   Soutli  Carolina,  its   successors  and 
dam^  at  caUioun  j^gg-gj^g^  is  hereby  authorized  to  construct  and  maintain 
a  dam   across   the   Savannah   River   extending   from  a 
point  in  Elbert  County,  Georgia,   to  a  point  in  Abbe- 
ville County,  South  Carolina,  upon  or  in  the  vicinity  of 
Calhoun   Falls,   and   all  works  incident   thereto   in  the 
utilization  of  the  power  thereby  developed,  in  accordance 
Vol.  34,  p.  386.  with  the  provisions  of  an  Act  entitled  "An  Act  to  regu- 
late the  construction  of  dams  across  navigable  waters," 
approved  June  twentj^-first,  nineteen  hundred  and  six. 
Amendment.        Sec.  2.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 
Approved,  March  2,  1907. 


(64) 

Mar  2  1907  Chap.  2580. — An  Act  Permitting  the  building  of  a  dam  across  the 

Vol.' 34,  p.  1255.  Savannah  River  at  Cherokee  Shoals. 


[pubiicf^iJo.  Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
^^s\  V  a  n  n  a  h  ofthc  United  States  of  America  in  Congress  assemhled,  That 
River,  Ga.  and  the  Hugli  MacRae  Company,  a  corporation  organized 
^Hiigh  MacRae  under  the  laws  of  South  Carolina,  its  successors  and 
Company  ni ay ^ggjg^g    jg  hereby  authorized  to  construct  and  maintain 

dam,  at  Cherokee         i°       '  ,i         in  i       -o-  ,         ^•  i-^ 

shoals.  a  dam   across   the   Savannah    Kiver   extendmg  rrom   a 

point  in   Elbert  County,  Georgia,  to   a  point   in  Abbe- 
ville County,  South  Carolina,  upon  or  in  the  vicinity  of 
Cherokee  Shoals,  and  all  works  incident  thereto  in  the 
utilization  of  the  power  thereby  developed,  in  accordance 
Vol.  34,  p.  386.  with  the  provisions  of  an  Act  entitled  "An  Act  to  regu- 
late the  construction  of  dams  across  navigable  waters," 
approved  June  twenty-first,  nineteen  hundred  and  six. 
Amendment.        Sec.  2.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 
Approved,  March  2,  1907. 


(65) 

Feb.  8, 1901.  Chap.  344. — An  Act  Permitting  the  building  of  two  dams  across 

'^-  '    •  the  Savannah  River  above  the  city  of  Augusta  in  the  State  of  Georgia. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

p^Ir  Co  ^mJ  ^f^^^  United  States  of  America  in  Congress  assembled,  That 

dam    Savannah  the  couscnt  of  Cougrcss  is  hereby  granted  to  Twin  City 

clIeKS-^c.^^^^^oweT    Company,    a   corporation    organized   under   the 

laws  of  the  State  of  South  Carolina,  its  successors  or 


STATUTES  RELATING   TO   WATER  POWER 


675 


Litigation. 


assigns,  to  construct,  erect,  and  maintain  a  dam  across 
the  Savannah  River  at  or  near  where  Dortons  Creek,  in 
the  county  of  Edgefield,  State  of  South  Carolina,  empties 
into  the  Savannah  River,  and  all  works  incident  thereto 
in  the  utilization  of  the  power  thereby  developed;  and 
also  a  dam  across  the  said  river  at  or  near  the  southern— also  at  Prices 
end  of  Prices  Island  in  said  river,  and  about  five  miles 
from  the  mouth  of  Dortons  Creek,  and  all  works  incident 
thereto  in  the  utilization  of  the  power  thereby  developed: 
Provided,  That  each  of  the  dams  constructed  shall  be  Provisos. 
provided  with  an  accessible  lock  of  such  capacity  as  may  Locks. 
be  prescribed  by  the  Secretary  of  War:  Provided  also, 
That  the  plans  for  the  construction  and  maintenance  of  secretary  of 
said  dams  and  appurtenant  works  shall  be  submitted  to  plans,  ete*.^^'°^^ 
and  approved  by  the  Chief  of  Engineers  and  the  Secretary 
of  War  before  the  commencement  of  the  construction  of 
such  dam  or  dams,  and  that  the  said  Twin  City  Power 
Company  shall  not  deviate  from  such  plans  after  such 
approval,  either  before  or  after  completion  of  the  same, 
unless  the  modification  of  said  plans  shall  have  previously 
been  submitted  to  and  received  the  approval  of  the  Chief 
of  Engineers  and  of  the  Secretary  of  War:  Provided 
further,  That  in  case  any  litigation  arises  from  the  build- 
ing of  said  dam  or  dams,  the  maintaining  of  the  same,  or 
from  the  obstruction  of  said  river  by  the  said  dam  or 
dams  or  appurtenant  works,  cases  may  be  tried  in  the 
proper  courts  as  now  provided  for  that  purpose  in  the 
States  of  South  Carolina  and  Georgia,  and  the  courts  of 
the  United  States. 

Sec.  2.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expresslj^'  reserved:  And  provided  further,  That 
suitable  fishways  shall  be  constructed  and  maintained  at 
said  dams  by  said  company,  its  successors  and  assigns, 
as  may  be  required  from  time  to  time  by  the  United 
States  Fish  Commissioner. 

Sec.  3.  That  this  Act  shall  be  null  and  void  unless  one  completion, 
of  the  said  dams  herein  authorized  shall  be  completed 
within  five  years  from  the  passage  of  this  Act,  and  unless 
both  dams  shall  be  completed  within  the  same  time  the 
rights  and  privileges  hereby  granted  shall  cease  and  be 
determined  so  far  as  pertains  to  the  incompleted  dam: 
And  provided  further.  That  such  dam  or  dams  shall  be 
constructed  in  such  manner  as  not  to  iniure  or  diminish    No  injury  to 

.  1  ,  p  1     .    •  J         existing  hydrau- 

the  water  power  or  any  person  or  company  having  a  dam  uc  works, 
or  hydraulic  works  already  constructed:  And  provided 
further.  That  before  the  construction  of  either  of  said  Damages, 
dams  compensation  shall  be  made  to  any  person  or  com- 
pany whose  lands  may  be  taken  or  overflowed  in  the 
construction  or  maintenance  of  such  dam  or  dams,  in 
accordance  with  the  laws  of  the  State  where  said  lands 
may  be  situate. 

Approved,  February  8,  1901. 


Amendment. 

Proviso. 

Fishways. 


Provisos. 


676  EEPORT    OF    THE   INLAND   WATERWAYS    COMMISSION 

Feb.  27, 1907.  Chap.  2074. — An  Act  Authorizing  tlie  Twin  City  Power  Company 
Vol.  34,  p.  1000.  jq  build  two  dams  across  the  Savannah  River  above  the  city  of  Au- 
[S.  8182.]  gusta,  in  the  State  of  Georgia. 

[Public,    No. 

134]  Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

Bnviinn  ah  of  the  United  States  of  America  in  Congress  assembled,  That 

^Tw'in    City  the   Twin  City  Power   Company,  a   corporation  organ- 

Power  Company  i2ed    Under  the    laws  of  the    State  of    South  Carohna, 

may   dam,    at.  i  •  i  n    ^i  i  i 

Dortons    Creek  its  successors  and  assigus,  be,  and  tney  are  hereby,  au- 
iTndf  s.^c.'^^^  ^^"  thorized    to    construct,  maintain,   and    operate    a   dam 
across  the  Savannah  River,  at  or  near  where  Dortons 
Creek,  in  the  county  of  Edgefield,  wState  of  South  Caro- 
lina, empties  into  the  Savannah  River,  and  also  a  dam 
across  the  said  river  at  or  near  the  southern  end  of  Prices 
Island  in  said  river  and  about  five  miles  from  the  mouth 
Vol.  34,  p.  38(i.  of  Dortons  Creek  in  the  State  of  South  Carolina,  in  ac- 
cordance with  the  provisions  of  the  Act  entitled  "An  Act 
to  regulate  the  construction  of  dams  across  navigable 
waters,"  approved  June  twenty-first,  nineteen  hundred 
Trn^^^of  con-^^^^  ^^-^'  P^ovidcd,  That  one  of  said  dams  shall  be  com- 
struction.  plctcd  witliiu  three  years,  and  the  other  within  five  years 

from  the  passage  of  this  Act. 
Amendment.        gj,^,   2.  That  the  right  to  alter,  amend,  or  repeal  this 
Act  is  hereby  expressly  reserved. 
Approved,  February  27,  1907. 

February  29,  CHAP.  55. — An  Act  To  authorize  the  Twin  City  Power  Company 
^^[1  372G  ]  ^*^  build,  operate,  and  maintain  three  dams  across  the  Savannah 
— — ^^ —  River,  above  the  city  of  Augusta,  in  the  State  of  Georgia. 

[Public,  No. 

Vol.  35,  p. 36.     Be  it  enacted  hi/^  the  Senate  and  House  of  Representa- 
tives of  the  United  States  of  America  in  Congress  assem- 
say&nna.hl)Jed,  That  the  Twin  City  Power  Company,  a  corporation 
'tw' i  n    City  Organized  under  the  laws  of  the  State  of  South  Carolina, 
pan^may  dam!  Jts  succcssors  and  assigus,  be,  and  they  are  hereby,  author- 
ized to  construct,  maintain,  and  operate  a  dam  across  the 
Creek,^s.  °c°  ^  Savannah  River,  at  or  near  where  Dortons  Creek,  in  the 
count}^  of  Edgefield,  State  of  South  Carolina^  empties  into 
the  Savannah  River,  and  also  a  dam  across  the  said  river 
Pi' i  c e s  Is- ., t  or  near  the  southern  end  of  Prices  Island,  in  said  river, 
^^  '  "'    ■        and  about  five  miles  from  the  mouth  of  Dortons  Creek,  in 
the  State  of  South  Carolina,  in  accordance  with  the  pro- 
^oi-   34.   p-  visions  of  the  Act  entitled  "An  Act  to  regulate  the  con- 
struction  of   dams   across  navigable   waters,"   approved 
Proviso.        June  twenty-first,  nineteen  hundred  and  six :  Provided, 
J|i^e  of  com-  That  One  of  said  dams  shall  be  completed  within  three 
^  ^Z""^"  years  and  the  other  within  five  years  from  the  passage  of 

this  Act. 

^cjouchs     gj^^,_  2_  That  the  said  Twin  City  Power  Company  is 

authorized  to   construct,   operate,   and  maintain   a   dam 

across  the  Savannah  River  at  what  is  known  as  Crouchs 

Provisos.      Bluff,  in  Edgefield  County,  South  Carolina:  Provided, 

Site.  That  the  said  site  at  Crouchs  Bluff  can  be  obtained  by 

contract  from  the  owners  thereof :  A7id  pi'ovided  further, 


STATUTES   RELATING    TO    WATER   POWER  677 

That  said   dam  at   Crouchs  Bluff  shall  be  constructed  ggjo'-    ^^-    p- 
under  the  provisions  of  the  said  Act  of  June  twenty-first, 
nineteen  hundred  and  six:  Provided  further^  That  said    iT/i™^  "^  *^°™" 
dam  if  constructed  at  Crouchs  Bluff  shall  be  completed  ^  ''^"'°' 
within  three  years. 

Sec.  3.  That  the  Act  entitled  "An  Act  authorizing  the^^R^^pe^ai  of 
Twin  City  Power  Company  to  build  two  dams  across  the     voi.    34',    p. 
Savannah  Eiver,  above  the  cit}"  of  Augusta,  in  the  State  ■^^^'^• 
of  Georgia,"  approved  February  twenty-seventh,  nineteen 
hundred  and  seven,  be,  and  the  same  is  hereby,  repealed. 

Sec.  4.  That  the  right  to  alter,  amend,  or  repeal  this    Amendment. 
Act  is  hereby  expressly  reserved. 

Approved,  February  29,  1908, 


(66) 

Chap.  460. — An  Act  Permitting  the  building  of  a  dam  across  the    Feb.    5,    1907. 
Savannah  River  at  Gregg  shoals.  Vol.  34,  p.  876. 

[H.  R.  21402.] 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives    [Public,  no.  55.] 
of  the  United  States  of  America  in  Congress  assembled,  That    s  a  v  a  n  n  a  h 
the    Savannah    River    Power  Company,    a  corporation  s.'c!'^' 
organized  under  the  laws  of  South  Carolina,  its  succes- j^f^g^^'^j^oVe^ 
sors  and  assigns,  is  hereby  authorized  to  construct  and  company  may 
maintain  a  dam  across  the  Savannah  River,  extending  shoaisf       '^^^ 
from  a  point  in  Elbert  Count}',  Georgia,  to  a  point  in 
South  Carolina  near  the  dividing  line  between  Anderson 
County,  South  Carolina,   and  Abbeville  County,  South 
Carolina,  upon  or  in  the  vicinity  of  Gregg  shoals,  and  all 
works  incident  thereto  in  the  utilization  of  the    power 
thereby  developed  in  accordance  with  the  provisions  of  an    "^'oi.  34,  p.  386. 
Act  entitled  "An  Act  to  regulate  the  construction  of  dams 
across  navigable   waters,"    approved  June   twenty-first, 
nineteen  hundred  and  six. 

Sec.  2.  That  the  right  to  amend  or  repeal  this  Act  is    ^^^^ment. 
hereby  expressly  reserved. 

Approved,  February  0,  1907. 


(67) 


Chap.  2554. — An  Act  Permitting  the  building  of  a  dam  across  the    Mar.  2, 1907. 
Savannah  [Tugaloo]  River  at  Hattons  Ford.  Vol.  34,  p.  1240. 

[H.  R.  2,5847.] 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives  ^^1^^^^^*^,  No. 
of  the  United  States  of  America  in  Congress  assembled,  That "  s  a  v  a  n  n  a  h 
the  Hugh  ]MacRae  Compan}--,  a  corporation  organized  ^'^lifg^°\^^l^ 
under  the  laws  of  South  Carolina,  its  successors  and  as- company    may 

1  1  ji'ix  J,         i.  ]  •    i,    •„  dam,  at  Hattons 

signs,  IS   hereby  authorized  to   construct   and   maintain  Ford, 
a  dam  across  "the  Savannah  River,   extending  from  a 
point  in  Hart  County,  Georgia,  to  a  point  in  Anderson 


678  EEPOET    OF    THE   INLAND    WATERWAYS    COMMISSION 

County,  South  Carolina,  upon  or  in  the  vicinity  of  Hat- 
tons  Ford,  and  all  works  incident  thereto  in  the  utilization 
of  the  power  thereby  developed,  in  accordance  with  the 

Vol.  34,  p.  386.  provisions  of  an  Act  entitled  "An  Act  to  regulate  the 
construction  of  dams  across  navigable  waters,"  approved 
June  twenty-first,  nineteen  hundred  and  six. 

Amendment.        Qec.  2.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 
Approved,  March  2,  1907. 


(68) 

Mar.  2, 1907.  Chap.  2549. — An  Act  Permitting  the  building  of  a  dam  across  the 

Vol.'34',  p.  1238.  Savannah  River  at  McDaniel  Shoals. 


[pub'iic,  No.  Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
^"s  a  YemnnhoftTie  United  States  of  America  in  Congress  assembled,  That 
^^^k^^'a      „  ^  ^  the  Anderson  Guaranty  and  Trust  Company,  a  corpo- 

Anderson         .  .  J    .  A     /-^         ^•  • 

Guaranty     and  ration  Organized  under  the  laws  or  bouth  Carolina,  its 
ml'ydam^™?M(>  successors   and    assigns,    is    hereb}^   authorized    to   con- 
Daniei  shoals,     struct  and  maintain  a  dam  across  the  Savannah  River 
extending  from  a  point  in  Hart  County,  Georgia,  to  a 
point  in  Anderson  Count}^,  South  Carolina,  upon  or  in 
the  vicinity  of  McDaniel  Shoals,  and  all  works  incident 
thereto  in  the  utilization  of  the  power  thereby  developed, 
Vol.  34,  p.  386.  in  accordance  with  the  provisions  of  an  Act  entitled  "An 
Act  to  regulate  the  construction  of  dams  across  navigable 
waters,"  approved  June  twenty-first,  nineteen  hundred 
and  six. 
Amendment.        g^^    2.  That  the  right  to  amend  or  repeal  this  Act  is 
hereby  expressly  reserved. 
Approved,  March  2,  1907. 


(69) 

Mar.  2, 1907.  Chap.  2551. — An  Act  Permitting  the  building  of  a  dam  across  the 

Vol.'34',  p.  1239.  Savannah  River  at  Middleton  Shoals. 


[Pub'iic,  No.     Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
^^s  a  V  a  n  n  a  h  of  the  United  States  of  America  in  Congress  assemhled,  That 
^'^n  d    r  s  o  n  ^      Audcrsou  Guaranty  and  Trust  Company,  a  corpora- 
Guaranty     andtion   organized    under  the  laws  of  South  Carolina,   its 
raa"/danf,™t1;he succcssors  aiid  assigus,  is  hereby  authorized  to  construct 
shdafs'^  1  <^  ^  °  "and  maintain  a  dam  across  the  Savannah  River  extend- 
ing from  a  point  in  Elbert  County,  Georgia,  to  a  point  in 
Anderson  County,  South  Carolina,  upon   or  in  the   vi- 
cinity of  Middleton  Shoals,  and  all  work  incident  thereto 
in  the  utilization  of  the  power  thereby  developed,  in  ac- 
voi.  34,  p.  386.  cordance  with  the  provisions  of  an  Act  entitled  "An  Act 


STATUTES   RELATING   TO   WATER   POWER  679 

to  regulate  the  construction  of  dams  across  navigable 
waters,"  approved  June  twenty-first,  nineteen  lunidred 
and  six. 

Sec.  2.  That  the  right  to  amend  or  repeal  this  Act  is    Amendment. 
hereby  expressly  reserved. 

Approved,  March  2,  1907. 


(70) 

Chap.  2556. — An  Act  PeiTaitting  tln^  building  of  a  dam  across  the    Mar.  2, 1907. 
Savannah  River  at  Trotters  Shoal.  Vol.  34,  p.  i24l. 

,  [H.  R.  25850.1 

Be  %t  enacted  hy  the  Seriate  and  House  of  Representatives ^^R^^^'^^-  ^o. 
of  the  United  States  of  America  in  Congress  assembled,  That  savannah 
the  Hugh  MacRae  Company,  a  corporation  organized  ^Hugh  MacRae 
"under  the  laws   of  South   Carolina,   its  successors   and  9°™?*^?^^   I^^^ 

1  1  , 1        •        1    J  J  1  1  •     ,     •     dam,  at  Trotters 

assigns,  IS  hereby  authorized  to  construct  and  maintain  shoais. 
a  dam  across  the  Savannah  River  extending  from  a 
pomt  in  Elbert  County,  Georgia,  to  a  point  in  Abbe- 
ville County,  South  Carolina,  upon  or  in  the  vicinity  of 
Trotters  Shoals,  and  all  works  incident  thereto  in  the 
utilization  of  the  power  thereby  developed,  in  accordance 
with  the  provisions  of  an  Act  entitled  "An  Act  to  regulate  voi.  34,  p.  386. 
the  construction  of  dams  across  navigable  waters," 
approved  June  twenty-first,  nineteen  hundred  and  six. 

Sec.  2.  That  the  right  to  amend  or  repeal  this  Act  is    Amendment. 
hereby  expressly  reserved. 

Approved,  March  2,  1907. 


(71) 

Chap.  2550. — An  Act  Permitting  the  building  of  a  dam  across  the    Mar.  2, 1907. 
Savannah  River  at  Turner  Shoals.  Vol.  34,  p.  1239. 

m.  R.  25774.] 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives  ^^^,^'^^^^'  ^o. 
of  the  United  States  of  America  in  Congress  assemhled,  That  savannah 
the  Anderson  Guaranty  and  Trust  Company,  a  corpora-  ^A^n  d  e  r  s  o  n 
tion   organized   imder   the  laws   of  South  Carolina,  its  ^"'^''f ^^^     ^^^ 

1  •  •      1.         1-  J.1-       •        1    .L  i.  i,  T"^*^^*    Company 

successors  and  assigns,  is  hereby  authorized  to  construct  may    dam,    at 
and  maintain  a  dam  across  the  Savannah  River  extend- ^'^™®'"  ^^°*^^' 
ing  from  a  point  in  Elbert  Coimty,  Georgia,  to  a  point 
in  Abbeville  County,  South  Carolina,  upon  or  in  the  vi- 
cinity of  Turner  Shoals,  and  all  works  incident  thereto  in 
the  utilization  of  the  power  thereby  developed ,  in  accord- 
ance with  the  provisions  of  an  Act  entitled  "An  Act  to    voi.  34,  p.  386. 
regulate  the  construction  of  dams  across  navigable  waters," 
approved  June  twenty-fu-st,  nineteen  hundred  and  six. 

Sec.  2.  That  the  right  to  amend  or  repeal  this  Act  is    Amendment. 
hereby  expressly  reserved. 

Approved,  March  2,  1907. 


680  REPORT   OF    THE   INLAND    WATERWAYS   COMMISSION 

(72) 

Mar.  3, 1905.  Chap.  1440. — An  Act  Providing  for  the  acquirement  of  water  rights 

Vol.  33,  p.  1006.  in  the  Spokane  Kiver  along  the  southern  boundary  of  the  Spokane 
[H  R  1.5609]    Indian  Reservation,  in  the  State  of  Washington,  for  the  acquirement  of 
[Public,  No.  lands  on  said  reservation  for  sites  for  power  purposes  and  the  beneficial 
173]  use  of  said  water,  and  for  other  purposes. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
Spokane  niver,  of  the  United  States  of  America  in  Congress  assembled,  That 
ule'  of  waters,  the  right  to  the  use  of  the  waters  of  the  Spokane  River 
where  the  said  river  forms  the  southern  boundary  of  the 
Spokane  Indian  Reservation  may,  "vvith  the  consent   of 
the  Secretary  of  the  Interior,  be  acquired  by  any  citizen, 
association,  or  corporation  of  the  United  States  by  ap- 
propriation under  and  pursuant  to  the  laws  of  the  State 
of  Washington. 
dian  iiVserva-     ^^^"  ^'  ^hat  the  Secretary  of  the  Interior  be,  and  he 
tion.  hereby  is,  authorized  and  empowered  to  grant  such  appro- 

oMcfr°damsf°tc  priator  or  appropriators  land  on  said  reservation,  whether 
the  same  has  been  allotted  in  severalty  to  any  individual 
Indians,  but  wliicli  has  not  been  conveyed  to  the  allottee 
with  full  power  of  alienation,  or  whether  the  same  remains 
unallotted,  on  tlie  north  bank  of  the  said  Spokane  River, 
such  as  shall  be  necessary  and  requisite  for  overflow  rights 
and  for  the  erection  of  suitable  water,  electrical,  or  power 
plants,  dams,  \\4ng  walls,  flumes,  or  other  needful  struc- 
tures required  for  the  development  of  power  or  for  the 
beneficial  use  of  said  water:     *     *     * 

Rules,  etc.  Sec.  5.  That  the  Secretary  of  the  Interior  shall  make 

all  needful  rules  and  regulations  not  inconsistent  here\\"ith 
for  the  proper  execution  and  carrying  into  effect  of  this 
Act. 

Approved,  March  3,  190.5. 


(73) 

[Tennessee  River,  Elk  River  shoals  to  Florence  railway   bridge.    Extract  from 
river  and  harbor  act  approved  March  2.  1907.    Stats.  L.,  vol.  34,  p.  1094.] 

Bfe'^Tree^shoa^s'!     Improving  Tennessee  River  at  Colbert  and  Bee  Tree 
Ala.  '  shoals,  Alabama :  Continuing  improvement,  two  himdred 

Contract.        thousaud  dollars:  Provided,  That  the  Secretary  of  War 
may  enter  into  a  contract  or  contracts  for  such  materials 
and  work  as  may  be  necessary  for  the  completion  of  said 
project,  to  an  amomit  not  exceeding  two  hundred  and 
thirteen  thousand  dollars,  exclusive  of  the  amounts  herein 
am^n*^  c*o  nfu-^^^^  heretofore  appropriated  or  authorized.     And  the  Sec- 
tions, etc.  retary  of  War  may  appoint  a  Board  of  Engineers  whose 
duty  it  shall  he  to  examine  the  present  condition  of  the 
United  States  canal  and  the    Tennessee  River  from    the 
head  of  Elk  River  Shoals  to  the  Elorence  Railway  bridge 


p.  52 


STATUTES   EELATTNO    TO    WATER   POWER  681 

in  tlie  State  of  Alabama,  with  a  view  to  permitting  tlie 

improvement  of  the  dbove-descrihed  stretch   of  said  river 

hy  private   or  corporate   agency  in  conjunction  with   the 

development  of  water  power  hj  means  of  not  more  than 

three  loclis  and  dams;  and  the  said  Board  may  examine 

any  plans  presented  by  such  agency  and  shall  report 

whether  the  same,  if  constructed,  can,  without  injury  to 

navigation,  or  with  advantage  thereto,  be  used  to  develop 

water  power,  and  what  portion,  if  cnj,  of  the  expense  of 

the  work  should  be  borne  by  the  United  States ;  ai}d  such 

Board   shall   report   its  findings   not   later   than    the  first    Report. 

Monday  in  Decemher,  nineteen  hundred  and  seven,  and 

until  such  Board  shall  maJce  its  report  and  action  shall ^^J^^^h  ^^°^}^' 

7  7  7  7  /^  •  7        77       7*  pemiltS     Wlttl- 

be  taken  thereon  by   Congress  no  permits  shall  be  issued^eu. 
under  the  provisions  of  the  Act  approved    March  sixth,    ^°^-^'*' 
nineteen  hundred  and  six,  entitled  "An  Act  to  authorize 
the  construction  of  dams  OTid  power  stations  on  the   TcTir- 
nessee  River  at  Muscle  Shoals,  Alabama." 


(74) 

[Hales  bar  dam.] 

Chap.  1605.— An  Act  To  enable  the  Secretary  of  War  to  permit  the    :^Pf- 26- 1904 
erection  of  a  lock  and  dam  in  aid  of  navigation  in  the  Tennessee  River  '  P" 

near  Chattanooga,  Tennessee,  and  for  other  purposes.  [H.  R.  15014.] 

[Public,  No. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United,  States  of  America  in  Congress  assembled,  That  ^-^1/  u  e  s  see 
the    Secretary    of    War    be,    and    he    is    hereby,  fully 
authorized  and  empowered  to  grant  permission  to   the 
city  of  Chattanooga,  Tennessee,  or  to  a  private  corpora-      Chattanooga, 
tion  or  company,  or  to  individuals,  as  provided  in  sec-  7h^]ze/to  buud 
tion  five  of  this  bill,  to  build  and  construct  a  lock  and  lock  and  dam. 
dam  across  the  Tennessee  River  at  ''Scott  Point,"  near 
Chattanooo;a,  Tennessee,  under  his  direction,  supervision, 
and  control,  and  in  accordance  with  and  conformit}^  to  the 
plans  and  designs  made  by  Major  Dan  C.  Kingman,  an 
engineer  of  the  United  States  Army,  in  pursuance  of  an    voi.  30,  p.  iisi. 
Act  of  Congress  passed  on  March  third,  eighteen  hundred 
and  ninet^'-nine,  with  such  changes  and  modifications  as 
the  Secretary  of  War  may  direct:  Provided,  That  the    Protiso. 
said  contracting  mimicipalitj'  or  parties  shall  purchase 
and  pay  for  all  lands  on  either  side  of  the  river  that  ma}^ 
be  necessary  to  the  successful  construction  and  operation 
of  said  lock  and  dam,  including  flowage  rights  and  rights  . 
of  way  for  ingress  and  egress  from  public  highways,  and 
deed  the  same  to  the  United  States,  and  make  all  excava- 
tions, erect  all  stone,  concrete,  and  timber  work,  furnish 
all  materials  of  every  character,  and  pay  for  all  labor 
employed  in  the  construction  of  said  lock  and  dam,  and 
give  said  lock  and  dam  to  tlie  United  States  completed, 
free  of  all  cost,  expense,  claims,  or  charges  of  any  kind 

31673— S.  Doc.  325,  60-1 44 


682  EEPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 

whatsoever,  except  for  expenses  connected  with  the  prep- 
aration of  plans  and  the  superintendence,  as  provided  m 
section  five  of  tliis  Act,  and  further  excepting  the  cost  of 
the  lock  gates  and  ironwork  and  machinery  necessary^  to 
operate  the  lock  when  completed,  which  shall  be  furnished 
by  the  United  States. 

stnirtfon°^  ''°""  ^^^-  2-  That  the  said  municipality,  corporation,  com- 
pany, or  individuals  undertaking  the  construction  of  said 
work  shall  begin  the  building  of  said  lock  and  dam 
within  eighteen  months  from  the  passage  of  this  Act,  and 
the  same  shall  be  completed  witliin  four  years  from  the 
date  of  beginnino;  the  construction,  the  right  being  re- 
united states  served  to  the  United  States  to  enter  on  the  construction 

may  construct.  ^^  g^-j  Iqq^  q^y)c]  dam  if  deemed  advisable  at  any  time 
before  the  work  is  commenced  by  said  contracting 
parties;  or  if  begun  and  not  carried  on  in  strict  accord- 
ance with  the  directions  of  the  Secretary  of  War,  then 
the  United  States  may  assume  the  further  co*nstruction 
and  completion  of  said  work  at  its  option,  the  cost  of  such 
further  construction  and  completion  to  be  paid  by  the 
said  contracting  municipality,  corporation,  company,  or 
individuals. 
Delivery  of  g^c.  3.  That  the  deed  to  the  United  States  to  the  land 
to  be  purchased  and  donated  to  the  same,  as  mentioned  in 
the  first  section  of  this  Act,  shall  be  executed  and  deliv- 
ered within  twelve  months  after  the  passage  of  this  Act; 
and,  further,  that  the  Secretary  of  War  shall  determine 
from  time  to  time  whether  the  work  is  being  properly 
done,  and  may  require  an  increase  in  force  to  be  em- 
ployed by  the  contractor  so  as  to  force  the  work  to  com- 
pletion within  the  limit  mentioned  in  the  Act. 

powfr.  °^  "^^^^^  Sec.  4.  That  in  consideration  of  the  construction  of 
said  lock  and  dam,  free  of  cost  to  the  United  States  ex- 
cept as  provided  in  section  one  of  this  Act,  the  United 
States  hereby  grants  to  the  municipality,  corporation, 
company,  or  persons  constructing  said  lock  and  dam 
under  the  provisions  of  this  Act  such  rights  as  it  pos- 
sesses to  use  the  water  power  produced  by  said  dam,  and 
to  convert  the  same  into  electric  power  or  otherwise  util- 
Pj:Ovisps.         ize  it  for  a  period  of  ninety-nine  years:  Provided,  That 

rent  to  be  sup- it  or  they  shall  furnish  the  necessary  electric  current 

c^en?*°bui'id- while  its  or  their  power  plant  is  in  operation  to  move 

ings,  etc.  the  gatcs  and  operate  the  locks  and  to  light  the  United 

States  buildings  and  grounds,  fiee  of  cost  to  the  United 

j^.umbstructed  States:  And  provided  further,  That  the  plans  for  the 
necessary  works  and  structures  to  utilize  said  water 
power  shall  be  approved  h^  the  Secretary  of  War,  and 
that  nothing  shall  be  done  in  the  use  of  the  water  from 
said  dam  or  otherwise  to  interfere  with  or  in  any  way 
impede  or  retard  the  proper  and  complete  navigation  of 
the  river  at  all  times,  nor  in  any  way  to  interfere  with 
the  use  and  control  of  the  same  by  the  United  States  for 
the  purposes  of  navigation :  And  provided  further,  That 


STATUTES  RELATING   TO   WATER   POWER 


683 


Provisos. 
Bond. 


the  Secretary  of  War  is  hereby  authorized  to  prescribe 
regulations  to  govern  the  use  of  the  said  water  power  and  Regulations, 
the  operations  of  the  plant  and  force  employed  in  con- 
nection therewith;  and  no  claim  shall  be  made  against 
the  United  States  for  any  failure  of  water  power  result- 
ing from  any  cause  whatever. 

Sec.  5.  That  it  shall  be  the  duty  of  the  Secretary  of  ^"^//^^^f^g  „ 
War  in  contracting  for  the  erection  of  the  said  lock  and  tions. 
dam  to  give  the  preference,  option,  or  first  right  to  con- 
tract to  do  said  work  to  the  city  of  Chattanooga,  Tennes- 
see, but  if  said  city  of  Chattanooga  shall  fail  within  four 
months  from  the  passage  of  this  Act  to  formally  notify 
the  Secretar}^  of  War  of  its  intention  to  construct  said 
lock  and  dam  and  to  enter  into  contract  to  do  so,  then  to 
C.  E.  James  and  J.  C.  Guild,  residents  of  Chattanooga, 
Tennessee,  their  heirs  and  assigns.  In  case  of  failure  on 
the  part  of  said  C.  E.  James  and  J.  C.  Guild,  residents  of 
Chattanooga,  Tennessee,  their  heirs  and  assigns,  for  a 
further  period  of  eight  months  to  formally  notify  the 
Secretary  of  War  of  their  mtention  to  proceed  with  the 
construction  of  the  lock  and  dam  as  herein  provided,  then 
it  shall  be  lawful  for  the  Secretary  of  War  to  contract 
with  any  ]:)rivate  corporation,  company,  firm,  or  persons 
for  the  construction  of  said  lock  and  dam  on  the  terms 
and  in  the  manner  herein  provided:  Provided,  That  the 
Secretary  of  War  ma}-^  require  the  contracting  party  to 
execute  a  bond,  with  proper  sureties,  before  the  commence- 
ment of  the  work  in  such  amount  as  he  may  consider  nec- 
essary, not  exceeding  one  hundred  thousand  dollars,  to 
insure  the  commencement,  prosecution,  and  completion, 
of  the  work  herein  authorized  and  compliance  with  the 
terms,  conditions,  and  requirements  of  this  Act,  and  in 
case  of  failure  to  comply  with  the  requirements  of  said 
bond  the  said  contracting  party  shall  forfeit  to  the  United 
States  the  fidl  amount  thereof:  Provided  furtJier,  That 
the  plans,  including  specifications  and  drawings  for  the  Plans,  etc. 
work,  shall  be  prepared  at  the  expense  of  the  United 
States,  under  the  direction  and  subject  to  the  approval  of 
the  Secretary  of  War  and  the  Chief  of  Engineers,  United 
States  Army,  by  the  officer  of  the  Corps  of  Engineers, 
United  States  Army,  having  under  his  charge  the  work 
of  improving  the  Tennessee  River,  who  shall  at  the  ex- 
pense of  the  United  States  maintain  a  suitable  force  of  inspection. 
inspectors  upon  the  work  to  see  that  the  plans  and  speci- 
fications are  strictl}^  carried  out,  and  such  conditions  or 
safeguards  as  the  Secretary  of  War  and  the  Chief  of 
Engineers  may  deem  essential  to  securing  proper  results 
shall  be  made  a  part  of  the  contract.  The  expense  for  Expense. 
plans  as  well  as  for  the  maintenance  of  the  force  of  in- 
spectors herein  referred  to  shall  be  paid  from  the  amount 
appropriated  for  preliminary  examinations,  surveys,  con- 
tingencies, and  so  forth,  made  in  section  two  of  the  river  voi.  32,  p.  372. 
ancl  harbor  Act  of  June  thirteenth,  nineteen  hundred  and 
two. 


684  EEPOKT   OF    THE   INLAND   WATERWAYS   COMMISSION 

ti^e*?orcon-     ^^^-  ^-  That  in  the  event  the  city  of  Chattanooga  un- 

struction.  dertakes  the  erection  of  said  lock  and  dam  the  Secretary 

of  War  shall  extend  the  time  provided  herein  for  begin- 
ning the  work  on  the  same  for  a  period  not  exceeding 
twelve  months  from  the  passage  of  the  enabling  act  that 
the  general  assembly  of  the  State  of  Tennessee  may  pass 
at  its  next  regular  session,  enabling  said  municipality  to 
undertake  said  work,  if  the  same  be  necessary;  and  in  the 
same  event  he  shall  extend  the  time  for  the  completion  of 
said  lock  and  dam  twelve  months. 

catijfifreserved^'  Sec.  7.  That  the  right  is  expressly  reserved  in  the 
United  States  to  revoke  by  Act  of  Congress  the  rights 
privileges,  and  benefits  conferred  by  this  Act;  but  in  the 

cation. ""'"**'' 6vent  of  such  rcvocation  the  United  States  shall  pay  to 
the  municipality,  corporation,  company,  firm,  or  persons 
who  may  erect  said  lock  and  dam  under  the  provisions  of 
this  Act,  as  full  compensation,  the  reasonable  value,  ex- 
clusive of  the  franchise  hereby  conferred,  of  all  properties 
erected  and  lands  purchased  by  them  necessary  for  the  en- 
joyment of  the  benefits  conferred  upon  them  by  the  provi- 
sions of  this  Act,  such  value  to  be  determined  by  mutual 
agreement  between  the  Secretary  of  War  and  the  owners 
of  said  properties,  and  in  case  they  can  not  agree,  then  by 
proceedings  instituted  in  the  United  States  circuit  court 
for  the  condemnation  of  said  property,  such  proceedings 
to  conform  as  nearly  as  may  be  to  the  laws  of  the  State  of 
Tennessee  in  respect  of  condemning  land  for  the  right  of 
su's^TnsionWay   for   railroad    purposes:    Provided,    That    to    insure 

of  privileges.  compliance  with  the  terms  of  the  contract  or  of  this  Act, 
or  to  protect  the  interests  of  navigation,  the  Secretary  of 
War  shall  have  power  at  any  time,  before  or  after  the 
completion  of  the  work,  to  order  a  suspension  of  all  priv- 

inSctior^'^^^ileges  granted  by  this  Act:  And  provided  further,  That 
compliance  with  such  order  of  suspension  may  be  en- 
forced by  the  injunction  of  the  circuit  court  of  the  United 
States  exercising  jurisdiction  in  the  district  in  which  the 
work  is  situated,  and  proper  proceedings  to  this  end  shall 
be  instituted  by  the  Attorney-General  upon  request  of  the 
Secretary  of  War. 

noflflectfd.'"''^"  Sec.  8.  That  nothing  in  this  Act  shall  be  construed  as 
in  any  way  interfering  with  the  exclusive  jurisdiction 
over  and  control  by  the  United  States  of  the  Tennessee 
River  and  the  lock  and  dam  therein  to  be  erected  for  the 
purpose  of  navigation,  nor  as  repealing  or  modifying  any 
of  the  provisions  of  law  now  existing  in  reference  to  the 
protection  of  navigation. 
Approved,  April  26,  1904. 


STATUTES  RELATING  TO  WATER  POWER 


685 


Jan.  7,  1905. 
Vol.  33,  p.  603. 

(H   R.  15590.] 
(Public,  No.  6.] 


Tennessee 


[Hales  bar  dam.] 

Chap.  32. — An  Act  To  amend  an  Act  approved  April  twenty-sixth, 
nineteen  liundred  and  four,  entitled  "An  Act  to  enable  the  Secretary. 
of  War  to  permit  the  erection  of  a  lock  and  dam  in  aid  of  navigation  in 
the  Tennessee  River  near  Chattanooga,  Tennessee,  and  for  other  pur- 
poses." 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That 
the  Act  of  Congress  approved  April  twenty-sixth,  nine-   construction  of 
teen  hundred    and    four,   entitled    "An  Act    to   enable |f^^^^^"g^amm, 
the  Secretary  of  War  to  permit  the  erection  of  a  locknooga. 
and  dam  in  aid  of  navigation  in  the  Tennessee  River      °  •    -  p- 
near  Chattanooga,  Tennessee,  and  for  other  purposes,"  be, 
and  the  same  is  hereby,  amended  by  inserting  in  section 
one,  line  seven,  after  the  words  "Scott  Point,"  "near 
Chattanooga,  Tennessee,"  and  before  the  word  "under,' 
the  following:  "or  at  such  other  point  or  place  in  the 
mountain  section  of  said  river  below  Scott  Point  as  the 
Secretary  of  War  may  approve." 

Approved,  January  7,  1905. 

[Extract  from  river  and  harbor  act  approved  March  3,  1905.    Stats.  L.,  Vol.  33.  p. 

1133.] 


Location. 


Scott  Point. 
Lock  gates. 


Proviso. 
Contracts. 


Improving  Tennessee  River,  Tennessee:  Continuing 
improvement  by  the  partial  construction  of  lock  gates  at 
the  lock  projected  at  or  near  Scotts  Point,  together  with  (Hales  bar.) 
the  cost  of  superintendence  and  the  preparation  of  plans 
to  be  made  by  the  United  States,  ten  thousand  dollars: 
Provided,  That  a  contract  or  contracts  may  be  entered 
into  by  the  Secretary  of  War  for  such  materials  and  work 
as  may  be  necessary  for  the  further  prosecution  of  said 
work,  to  be  paid  for  as  appropriations  may  from  time  to 
time  be  made  by  law,  not  to  exceed  in  the  aggregate  forty 
thousand  dollars  exclusive  of  the  amount  herein  appro- 
priated. 

[Extract  from  river  and  harbor  act  approved  March  2,  1907.    Stats.  L.,  Vol.  34,  p. 

1093.] 

Improving  Tennessee  River  at  Hales  bar,  Tennessee :  ^^^ '  ®  ^    '^'^'■' 
Completing  improvement,  sixty-two  thousand  nine  hun- 
dred and  seventy  dollars. 


(75) 

Chap.  517. — An  Act  To  authorize  the  construction  of  dams  and 
power  stations  on  the  Tennessee  River  at  Muscle  Shoals,  Alabama. 


Mar.  6.  1906. 
Vol.  34,  p.  52. 

[H.  R.  297.] 
[Public,  No.  35.] 


Be  it  enacted  by  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled.  That  Rn-er°  n  e  s  s  e  e 
any  person,  company,  or  corporation  having  authority  Dams  at  mus- 
therefor  under  the  laws  of  the  State  of  Alabama  may  authorized.  ^'' 
hereafter  erect,  maintain,  and  use  a  dam  or  dams  in  or  voi.  34,  p.  1094. 
across  the  Tennessee  River,  in  the  State  of  Alabama, 
at  such  pomts  at  Muscle  Shoals  as  they  may  elect,  and  the 


686  REPORT   OF   THE   INLAND   WATERWAYS    COMMISSION 

Secretary  of  War  may  approve,  between  a  point  on  the 
southern  side  of  the  river  opposite  to,  or  below  the  head 
or  opening  of  the  canal  constructed  by  the  United  States 
on  the  north  side  of  the  river,  on  the  east,  and  the  western 

Construction  ^^^®  ^^  scctiou  sixtceu,  towusliip  three,  range  ten  on  the 
etc.,  of  power  west,  for  the  purpose  of  erecting,  operating,  and  main- 
stations,  taining  power  station  and  to  maintain  inlet  and  outlet 
races  or  canals  and  to  make  such  other  improvements  on 
the  southern  bank  of  the  Tennessee  River,  between  the 
two  points  above  mentioned,  as  may  be  necessary  for  the 
development  of  water  power  and  the  transmission  of  the 
same,  subject  always  to  the  provisions  and  requirements 
of  this  Act,  and  to  such  conditions  and  stipulations  as 
may  be  imposed  by  the  Chief  of  Engineers  and  the  Sec- 
retary of  War  for  the  protection  of  navigation  and  the 
property  and  other  interests  of  the  United  States. 

Secretary  of  Sec.  2.  That  detailed  plans  for  the  construction  and 
plans,  eta^^^°^^  operation  of  a  dam  or  dams  and  other  appurtenant  and 
necessary  works  shall  be  submitted  by  the  person,  com- 
pany, or  corporation  desiring  to  construct  the  same  to  the 
Chief  of  Engineers  and  the  Secretary  of  War,  with  a 
map  showing  the  location  of  such  dam  or  other  structures 
with  such  topographical  and  hydrographic  data  as  may 
be  necessary  for  a  satisfactory  understanding  of  the 
same,  which  must  be  approved  by  the  Chief  of  Engineers 
and  the  Secretary  of  War  before  work  can  be  commenced 
on  said  dam  or  dams  or  other  structures;  and  after  such 
approval  of  said  plans,  no  deviation  whatsoever  there- 
from shall  be  made  without  first  obtaining  the  approval 
of  the  Chief  of  Engmeers  and  the  Secretary  of  War: 

Provisos.         Provided,  That  the  constructions  hereby  authorized  do 

navfgatfon."°  ^  Hot  interfere  with  the  navigation  of  Muscle  Shoals  Canal 

or  the  navigation  of  the  Tennessee  River:  And  j^rovided 

Restrictions,  further,  That  said  dam  or  dams  and  works  shall  be  lim- 
ited only  to  the  use  of  the  surplus  water  of  the  river,  not 
required  for  the  navigation  of  the  Muscle  Shoals  Canal  or 
the  Tennessee  River,  and  that  no  structures  shall  be  built 
and  no  operations  conducted  by  those  availing  themselves 
of  the  provisions  of  this  Act  which  shall  injure  or  inter- 
fere with  the  navigation  of  the  Muscle  Shoals  (^anal  or 
impair  the  usefulness  of  any  improvement  made  by  the 
Government  in  the  interest  of  navigation. 

Locks,  etc.  Sec.  3.  That  the  Government  of  the  United  States  re- 

serves the  right,  at  any  time  that  the  improvement  of  the 
navigation  of  the  Tennessee  River  demands  it,  to  con- 
struct, maintain,  and  operate,  in  connection  with  any 
dam  or  other  works  built  under  the  provisions  of  this 
Act,  suitable  lock  or  locks  or  any  other  structures  for 
navigation  purposes,  and  at  all  times  to  control  such  dam 
or  dams  or  other  structures,  and  the  level  of  the  pool 
caused  by  such  dam  or  dams,  to  such  an  extent  as  ma}^  be 
necessary  to  provide  facilities  for  navigation;  and  when- 
ever Congress  shall  authorize  the  construction  of  such 
lock  or  other  structures,  the  person,  company,  or  corpo- 


STATUTES  RELATING   TO   WATER  POWER  687 

ration  owning  and  controlling  such  dam  or  dams  or  other 
structures  shall  convoy  to  the  United  vStates,  under  such 
terms  as  Congress  shall  prescribe,  titles  to  such  land  as 
may  be  re(]U!rcd  for  the  use  of  such  lock  and  approaches, 
ancl  in  addition  thereto  shall  grant  to  the  United  wStates, 
free  of  cost,  the  free  use  of  water  power  for  building  and 
operating  such  constructions:  Provided  also,  That  the  P'^oviso. 
person,  company,  or  corporation  building,  maintaining, 
or  operating  any  dam  or  dams  or  other  structures  under 
the  provisions  of  this  Act  shall  be  liable  for  any  damage  Damages. 
that  may  be  inflicted  thereby  upon  private  property, 
either  by  overflow  or  otherwise,  in  a  court  of  competent 
jurisdiction.  The  person,  company,  or  corporation  own- 
ing or  operating  any  such  dam  shall  maintain,  at  their 
own  expense,  such  lights  and  other  signals  thereon  and  Lights,  etc. 
such  fishways  as  the  Secretary  of  Commerce  and  Labor 
shall  prescribe. 

Sec.  4.  That  all  the  rights  acquired  under  tliis  Act  piFa^j^^" *» ^om- 
shall  cease  and  be  determined  if  the  person,  compan}?^,  or  tions,  etc. 
corporation  accjuiring  such  right  shall  at  any  time  fail  to 
comply  with  any  of  the  provisions  or  requirements  of 
this  Act,  or  with  any  of  the  stipulations  that  may  be  pre- 
scribed by  the  Chief  of  Engineers  and  the  Secretary  of 
War,  or  in  case  a  person,  company,  or  corporation  au- 
thorized by  the  laws  of  the  State  of  Alabama  to  erect 
and  maintain  a  dam  and  improvements  as  contemplated 
by  this  Act  shall  fail  to  begin  the  erection  of  said  dam 
and  improvements  within  two  years  after  being  so  au-gtraSfon"^  '^°°' 
thorized  and  shall  fail  to  complete  the  same  within  five 
years  after  obtaining  such  authority. 

Sec.  5.  That  the  provisions  of  this  Act  shall  in  no  man-  nofaflectfd"^^*' 
ner  interfere  with  or  impair  the  rights  of  any  person, 
company,  or  corporation  heretofore  authorized  by  Con- 
gress to  erect  a  dam  or  other  structures  for  the  develop- 
ment of  water  power  on  the  Tennessee  River. 

Sec.  6.  That  the  right  to  alter,  amend,  or  repeal  this    Amendment. 
Act  is  expressly  reserved. 

Approved,  March  6,  1906. 

[Tennessee  River,  Muscle  shoals.    Extract  from  river  and  harbor  act  approved 
March  2,  1907.    Stats.  L.,  Vol.  34,  p.  10J4.] 

Improving  Tennessee  River  at  Colbert  and  Bee  Tree    coibert  and 
shoals,  Alabama:  Continuing  improvement,  two  hundred  A^f.   ''^'  "^  °'^^' 
thousand  dollars:  Provided,  That  the  Secretary  of  War    contract. 
may  enter  into  a  contract  or  contracts  for  such  materials 
and  work  as  may  be  necessary  for  the  completion  of  said 
project,  to  an  amount  not  exceeding  two  hundred  and 
thirteen  thousand  dollars,  exclusive  of  the  amounts  herein 
and  heretofore  appropriated  or  authorized.     And  the  'S'ec-^  Board  ^to^ex- 
retary  of  War  may  appoint  a  Board  of  Engineers  whose  tions,  etc. 
duty  it  shall  he  to  examine  the  present  condition  of  the    water  power. 
United  States  canal  and  the  Tennessee  River  from  the 
head  of  Elk  River  Shoals  to  the  Florence  Railway  bridge 
in  the  State  of  Alabama,  with  a  view  to  permitting  the 


688  REPORT    OF   THE   INLAND   WATERWAYS   COMMISSION 

improvement  of  the  above-described  stretch  of  said  river 
by  private  or  corporate  agency  in  conjunction  with  the 
development  of  water  power  by  means  of  not  more  than 
three  locks  and  dams;  and  the  said  Board  may  examine 
any  plans  presented  by  such  agency  and  shall  report 
whether  the  same,  if  constructed,  can,  without  injury  to 
navigation,  or  with  advantage  thereto,  be  used  to  develop 
water  power,  and  what  portion,  if  any,  of  the  expense  of 
Report.  i]^Q  work  sliould  be  borne  by  the  United  States;  and  such 

Board  shall  report  its  findings  not  later  than  the  first 
Muscle  ^shoals  Mouday  in  December,  nineteen  hundred  and  seven,  and 
permits  with- until  sucJi  Board  shall  maJce  its  report  and  action  shall 
^H^oi.  34,  p.  52.    he  talcen  thereon  hy   Congress  no  permits  shall  he  issued 
under  the  provisions  of  the  Act  approved    March  sixth, 
nineteen  hundred  and  six,  entitled  '^An  Act  to  authorize 
the  construction  of  dams  and  power  stations  on  the  Ten- 
nessee River  at  Muscle  Shoals,  Alahama.^^ 


(76) 

Mar.  3, 1899.  Chap.  437. — An  Act  Granting  to  the  Muscle  Shoals  Power  Company 
Vol.  30,  p.  1351.  right  to  erect  and  construct  canal  and  power  stations  at  Muscle  Shoals, 
Alabama. 


Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
p^"  r^^co^^mw  ^/ ^^'^  f/nife^Z  States  of  America  in  Congress  assemhled,  That 
construct  canal,  the  couscut  of  Cougress  is  hereby  given  to  the  Muscle 
Ihoais?  AL'^"**'^*'  Shoals  Power  Company,  a  corporation  created  and  organ- 
ized under  a  charter  granted  by  the  legislature  of  the  State 
of  Alabama,  its  successors  or  assigns,  to  erect,  construct, 
operate,  and  maintain  inlet  and  outlet  races  or  canals  and 
a  power  station  or  stations  at  a  point  or  pomts  at  or  near 
the  Muscle  Shoals  in  Tennessee  River,  and  to  make  such 
other    improvements   as   may  be  necessary  within  said 
limits  for  the  development  of  water  power  and  transmis- 
Provisos^         sion  of  the  same :  Provided,  That  the  constructions  hereby 
w  i  t°h'^  M  usTfe  authorized  do  not  in  any  way  interfere  wdth  the  Muscle 
Shoals  Canal,  etc.  gj-^Qg^lg  Q^nal,  or  witli  navigation  of  said  river:  Provided 
further.  That  until  the  plans  and  location  of  the  works 
herein  authorized,  so  far  as  they  affect  the  interests  of 
seV^e'ta^r     °f  navioi;ation,  have  been  approved  by  the  Secretary  of  War, 
War.  the  improvements  shall  not  be  commenced  or  built,  and 

the  Secretary  of  War  is  authorized  and  directed  to  fix 
reasonable  charges  for  use  of  said  power. 
Commencement     Sec.  2.  That  uulcss  the  work  herein  authorized  be  com- 

and  completion.  i       •   i   •  i  i  i       •   i  •         i 

Vols.  31,  pp.  menced  withm  one  year  and  completed  withm  three  years 
2/4,846, 32, p. «.39.^j.^j^^  ^j^^  ^l^^^  licrcof,  the  privileges  hereby  granted  shall 

cease  and  be  determined. 
Amendment.        Sec.  3.  That  the  right  to  alter,  amend,  or  repeal  this 
Act  is  hereby  expressly  reserved. 
Approved,  March  3,  1899. 


STATUTES  RELATING   TO    WATER   POWER  689 

Chap.  779. — An  Act  To  amend  an  Act  granting  to  the  Muscle  Shoals    June  6, 1900. 
Power  Company  right  to  erect  and  construct  canal  and  power  stations    Vol-  3i,  p.  274. 
at  Muscle  Shoals,  Alabama. 

Be  it  enacted  by  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That  p^ver'^  co  ^c^nat 
section  two  of  an  act  entitled ' '  An  act  granting  to  the  Mus-  and  power  sta- 
cle  Shoals  Power  Company  right  to  erect  and  construct  *'vois.3o,  p.  1351 ; 
canal  and  power  stations  at  Muscle  Shoals,  Alabama,"  |^^p- ^^*'''  ^2,  p! 
approved  March  third,  eighteen  hundred  and  eighty-nine, 
be,  and  the  same  is  hereby,  amended  so  as  to  read  as  follows : 

"Sec.  2.  That  unless  the  work  herein  authorized  bet/^^^fp^^^^^^ 
commenced  within  two  years,  and  completed  withm  four  work, 
years  from  the  date  hereof,  the  privileges  hereby  granted 
shall  cease  and  be  determined." 

Approved,  June  6,  1900. 

Chap.  672. — An  Act  To  extend  the  time  granted  to  the  Muscle  Shoals    Mar.  i,  1901. 
Power  Company  by  an  Act  approved  March  third,  eighteen  hundred     Vol-  31,  p.  846. 
and  ninety-nine,  within  which  to  commence  and  complete  the  work 
authorized  in  said  Act  to  be  done  by  said  company. 

Be  it  enacted  by  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  ^^^^  to^-^li^^i^olxs 
the  time  allowed    the  Muscle  Shoals   Power  Company  Power  co.  to 
by  section  two  of    an  Act  entitled  ''An  Act    granting et™^ ft^  Mu^ie 
to   the  Muscle   Shoals  Power  Company  right  to  erect  ^'^^/^\^'3^'^-  ^^^ 
and    construct    canal    and     power    stations    at    Muscle    voi.  3i;p!274.' 
Shoals,  Alabama,"  approved  March  third,  eighteen  hun-      o-32.  p-839. 
dred  and  ninety-nine,  to  commence  and  complete  the  work 
therein  authorized  to  be  done,  be  extended  so  that  unless 
the  work  authorized  to  be  done  in  said  Act  be  commenced 
witliin  two  years  and  completed  within  four  years  from 
the  date  of  this  Act  the  privileges  granted  to  said  com- 
pany by  said  first-mentioned  Act  shall  cease  and  be  de- 
termined. 

Approved,  March  1,  1901. 

Chap.  565. — An  Act  To  extend  the  time  granted  to  the  Muscle  Shoals     Feb.  is,  1903. 
Power  Company  by  an  Act  approved  March  third,  eighteen  hundred     ^  "*•  ^^'  P"  ^^" 
and  ninety-nine,  within  which  to  commence  and  complete  the  work 
authorized  in  the  said  Act  to  be  done  by  said  company,  and  for  other 
purposes. 

Be  it  enucted  by  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That  .  Muscle  shoais, 
the  time  allowed    the  Muscle  Shoals   Power  Company  tended  for  con- 
by  section  two  of    an  Act    entitled  "An  Act   granting  ni^i^et'p%°MS- 
to   the  Muscle   Shoals   Power  Company  right   to  erect  cie  shoa'is  "rower 
and    construct    canal    and    power    stations    at    Muscle    voi.  30,  p.  1351. 
Shoals,  Alabama,"  approved  March  third,  eighteen  hun-84e'-^^'  ^P"  ^^' 
dred  and  ninety-nine,  to  commence  and  complete  the  work 
therein  authorized  to  be  done  be  extended  so  that  unless 
the  work  authorized  in  said  Act  to  be  done  be  commenced 
within  two  years  and  completed  within  four  years  from 
the  date  of  this  Act  the  privileges  granted  to  said  com- 


690  REPOET   OF   THE   INLAND    WATERWAYS   COMMISSION 

pany  by  said  first-mentioned  Act  shall  cease  and  be  deter- 
mined; and  the  Secretary  of  War  is  authorized,  in  his 
Construction  of  discretion,  to  permit  the  said  company  to  erect  and  con- 
^^^'  struct  dams  which  may  abut  on  lands  of  the  United  States 

along  the  line  of  the  Muscle  Shoals  Canal  upon  such  terms 
and  conditions  as  may  be  deemed  just  and  equitable  to  the 
public  interests. 

Approved,  February  18,  1903. 


(77) 

Feb.  14, 1889.      Chap.    165. — An    Act    To    authorize    and    empower    the    Mount 
Vol.2r),p.  G70.  Carmel  Development  Company  to  draw  water  from  the  Wabash 

Kiver,  or  its  tributaries,  in  the  county  of  Wabash,  and  State  of 

Illinois. 

Be  it  enacted  by  the  Senate  and  House  of  Representa- 
tives of  the  United  States  of  America  in  Concjress  assem- 
meY"r)eveio^  ^''^^^^'  "^hat  the  Mount  Carmel  Development  Company,  a 
ment  Co.  may  corporation  Created  and  existing  under  the  laws  of  the 
DEd^  n-om  A^a-  ^'^tatc  of  Illinois,  be.  and  the  same  is  hereb}',  authorized 
bash  River,  111.  and  empowered  to  construct  and  operate,  during  its  cor- 
porate existence,  a  hydraulic  canal  from  any  point  on  the 
Wabash  River  above  the  lock  and  dam  now  in  process  of 
construction  at  the  (irand  Rapids  of  said  Wabash  River, 
or  from  any  tributary  of  said  river  within  the  county  of 
AYabash  and  State  of  Illinois,  to  any  j^oiiit  on  said  river 
within  the  corporate  limits  of  the  city  of  Mount  Carmel, 
Illinois;  and  to  draw  from  said  Wabash  River  or  tribu- 
tary thereof  such  supply  of  water  as  may  be  required  for 
T^^be*'' con- *^^^  pui'poses  of  such  Corporation:  Provided^  That  such 
trolled  by  Sec-  withdrawal  be  not  detrimental  to  the  interests  of  naviga- 
retary  of  War.  ^j^j^  ^^^^  j^^  subjcct  to  the  direction  and  control  of  the  Sec- 
retary of  War. 

Approved,  February  14,  1889. 

Feb.  12,1901^       Chap.   358. — An   Act   Authorizins   the   Mount   Carmel   Develop- 
\ol.  31.  p.  I  So.  ti^g;j^   Company   to   draw    water    from    Wabash    River   at    Grand 
Kapids,  Wabash  County,  Illinois. 

Be  it  enacted  hy  the  Senate  and  House  of  Representa- 
tives of  the  United  States  of  America  in  Congress  assem- 
mefDe^veUp-''^^^^^^  That  the  Mount  Carmel  Development  Company,  a 
ment  Co.  may  corporation  chartered  by  the  State  of  Illinois  as  of  the 
from^^   Wabash  date  of  October  twenty-sixth,  nineteen  himdred,  be,  and 
Rapids^  ill^^^  ^^^®  same  is  hereby,  authorized  and  empowered  to  draw, 
by   canal,  flume,  or  race,  from  the  pool  of  the  Grand 
Rapids  dam   of  the  Wabash   River,   in  the   county  of 
AVabash  and  State  of  Illinois,  such  supply  of  water  as 
iiiay  be  necessary  or  required  for  the  purposes  of  said  cor- 
i'rovi8os.       poration  during  the  continuance  of  said  corporation :  Pro- 
suppiy,*etc.  ^^  ^'ided^  That  such  withdrawal  of  water  shall  not  be  so 
great  as  to   be  detrimental  to  the   navigation   of  said 


STATUTES  RELATIiSTG   TO    WATER   POWER  691 

Wabash  Eiver,  and  shall  be  under  the  direction  and  con- 
trol  of  the  Secretary   of  War:  And  prorided  further, 
That  the  said  corporation  shall  submit  detailed  plans, 
showing-  the  location  and  method  of  construction  of  said 
canal,  flume,  or  race,  to  the  Secretary  of  War  for  ap-  wa^'^'^to^"^  ap^ 
proval;   and  until  he  shall  approve  the  same  the  workpi"ve  plans, 
hereby  authorized  shall  not  be  commenced. 
Approved,  Februarv  12,  1901. 


(78) 

Chap.  3564. — An  Act  Granting  to  the  Batesville  Power  Company    June  2S,  1906. 
right  to  erect  and  construct  canal  and  power  stations  at  Lock  and  Dam    Vol-  34,  p.  536. 
Numbered  One,  upper  White  River,  Arkansas.  rn.  R.  13106.1 

[Public.  No. 

Be  it  enacted  hy  the  Senate  and  House  of  Representatives 
of  the  United  States  of  America  in  Congress  assembled,  That  .  "^J^*®    ^•^''^'■' 
the  consent  of  Congress  is  hereby  given  to  the  Batesville    Batesviiie 
Power  Company,  a  corporation  created    and  organized  may*^'  coM?ract 
under  a  charter  granted  by  the  State  of  Arkansas,  its  canal,  etc  at 

.    '^^       .  ,-  ,  ,  .  1      '    •        Lock   and    Dam 

successors  or  assigns,  to  erect,  construct,  operate,  and  mam-  no.  i  for  power 
tain  inlet  and  outlet  races,  canals,  or  other  structures  and  s^"^'°"- 
a  power  station  or  stations  at  or  near  Lock  and  Dam 
Numbered  One,  upper  Wliite River,  Arkansas,  and  to  make 
such  other  improvements  as  may  be  necessary  for  the 
development  of  water  power  from  Pool  Numbered  One, 
and  the  transmission  or  application  of  the  same :  Provided,  ^^^'^^"^^^^^ 
That  the  constructions  hereby  authorized  are  not  built  on 
any  lands  belonging  to  the  United  States  and  do  not  in  any 
way  impair  the  usefulness  of  any  improvement  made  by 
the  Government  for  the  benefit  of  navigation :  Provided,  control  of  wa- 
fartJier,  That  in  the  operation  of  the  aforesaid  construc- 
tions the  withdrawal  of  water  from  the  river  shall  at  all 
times  be  under  the  direction  and  control  of  the  Secretary 
of  War,  and  that  until  the  plans  and  location  of  the  works 
herein  authorized,  so  far  as  they  affect  the  interests  of 
navigation,  have  been  approved  by  the  Secretary  of  War, 
the  improvements  shall  not  be  commenced  or  built,  and 
the  Secretary  of  War  is  authorized  and  directed  to  fix  from 
time  to  time  reasonable  charges  to  be  paid  by  said  com- 
pany for  the  use  of  said  power. 

Sec.  2.  That  unless  the  work  herein  authorized  be  com-  g^J^j^^f^j^^  ^'"^' 
menced  within  one  year  and  completed  within  three  years 
from  the  date  hereof  the  privileges  hereby  granted  shall 
cease  and  be  determined. 

Seo.  3.  That  the  right  to  alter,  amend,  or  repeal  this    Amendment. 
Act  is  expressly  reserved. 

Approved,  June  28,  1906. 


692  REPORT   OF   THE  INLAND   WATERWAYS   COMMISSION 

(79) 

June  29, 1906.        Chap.  3622. — An  Act  To  enable  the  Secretary  of  War  to  permit  the 
Vol.  34,  p.  628.  erection  of  a  lock  and  dam  in  aid  of  navigation  in  the  White  River, 
[H.  R.  18596.]    Arkansas,  and  for  other  purposes. 
[Public,  No. 

^^^'^  '  Be  it  enacted  hy  the  Senate  and  House  of  Representatives 

White  River,  of  the  United  States  of  Americain  Congress  assembled,  That 
^j\A.  omberg.the  Secretary  of  War  be,  and  lie  is  hereby,  authorized 
lock  Tnd  ^dlim  and  empowered  to  grant  permission  to  J.  A.  Omberg, 
across.  junior,  to  build  and  construct  a  lock  and  dam  across  the 

Wliite  River  at  such  point  above  Lock  Numbered  Three, 
now  built  or  being  built  by  the  United  States,  as  may  be 
approved  by  the  Secretary  of  War,  the  said  lock  and  dam 
t£)  be  constructed  under  his  direction,  supervision,  and 
control,  and  in  accordance  with  and  conformity  to  the 
plans  and  designs  as  may  be  approved  by  the  Chief  of  En- 
proviso.         gineers  of  the  United  States  Army:  Provided,  That  the 
plans  and  designs  of  the  said  structure  shall  be  prepared 
Construction,  by  the  Said  contracting  party  at  his  own  expense;  and 
the  said  contracting  party  shall  purchase  and  pay  for  all 
lands  on  either  side  of  the  river  that  may  be  necessary  to 
the  successful  construction  and  operation  of  said  lock  and 
dam,  including  flowage  rights  and  rights  of  way  for  ingress 
and  egress  from  public  liighways,  and  deed  the  same  to 
the  United  States,  and  make  all  excavations,  erect  all 
Transfer  free  of  stone,  coucrctc,  and  timber  work,  furnish  all  materials  of 
^°^^-  every  character,  and  pay  for  all  labor  employed  in  the 

construction  of  said  lock  and  dam,  and  give  said  lock  and 
dam  to  the  United  States  completed,  free  of  all  cost,  ex- 
pense, claims,  or  charges  of  any  kind  whatsoever. 
Time  of  con-  Sec.  2.  That  thc  said  individual  undertaking  the  con- 
struction, struction  of  said  work  shall  begin  the  building  of  said  lock 
and  dam  witliin  eighteen  months  from  the  passage  of  this 
Act,  and  the  same  shall  be  completed  within  two  years 
from  the  date  of  beginning  the  construction,  the  right  be- 
ing reserved  to  the  United  States  to  enter  on  the  construc- 
tion of  said  lock  and  dam,  if  deemed  advisable,  at  any 
time  before  the  work  is  commenced  by  said  contracting 
party;  or  if  begun  and  not  carried  on  in  strict  accordance 
with  the  directions  of  the  Secretary  of  War,  then  the 
United  States  may  assume  the  further  construction  and 
completion  of  said  work  at  its  option,  the  cost  of  such  fur- 
ther construction  and  completion  to  be  paid  by  the  said 
contracting  individual. 
Deed.  Sec.  3.  That  the  deed  to  the  United  States  to  the  land 
10  be  purchased  and  donated  to  the  same,  as  mentioned  in 
the  first  section  of  this  Act,  shall  be  executed  and  deliv- 
ered within  twelve  months  after  the  passage  of  this  Act; 
Character  of  and,  further,  that  the  Secretary  of  War  shall  determine 
'^°^^'  from  time  to  time  whether  the  work  is  being  properly 
done,  and  may  require  an  increase  in  force  to  be  employed 
by  the  contractor,  so  as  to  force  the  work  to  completion 
within  the  limit  mentioned  in  the  Act. 


STATUTES   RELATING   TO   WATER  POWER  693 

Sec.  4.  That  in  consideration  of  the  construction  of  said  powtr  privTieges" 
lock  and  dam,  free  of  cost  to  the  United  States  except  as 
provided  in  section  one  of  this  Act,   the  United  States 
hereby  grants  to  the  person  constructing  said  lock  and 
dam  under  the  provisions  of  this  Act  such  rights  as  it 
possesses  to  use  the  water  power  produced  by  said  dam 
and  to  convert  the  same  into  electric  power  or  otherwise 
utilize  it  for  a  period  of  ninety-nine  years :  Proiiided,  That    Provisos. 
he  shall  furnish  the  necessary  electric  current  while  hisrent."'^'^'^"^  ^^'^' 
power  plant  is  in  operation  to  move  the  gates  and  operate 
the  locks  and  to  light  the  United  States  buildings  and 
grounds  free  of  cost  to  the  United  States:    Pt^ovided  fur- 
ther, That  the  said  person  shall  operate  and  maintain  the  j^^p  "  J" '^  * ' "  g 
said  locks,  affording  passage  to  all  boats  and  craft  desiring 
to  use  the  same,  but  the  Secretary  of  War,  in  the  interest 
of  navigation,  may  relieve  him  of  this  obligation:    And 
'provided  further,  That  the  plans  for  the  necessary  works  ^^^"^^^ppj^^g 
and  structures  to  utilize  said  water  power  shall  be  ap- plans,  etc. 
proved  by  the  Secretary  of  War,  and  that  nothing  shall  be 
done  in  the  use  of  the  water  from  said  dam  or  otherwise  to 
interfere  with  or  in  any  way  impede  or  retard  the  proper 
and  complete  navigation  of  the  river  at  all  times,  nor  in 
any  way  to  interfere  with  the  use  and  control  of  the  same 
by  the  United  States  for  the  purposes  of  navigation :  And 
provided  further,  That  the  Secretary  of  War  is  hereby  au-    Regulations. 
thorized  to  prescribe  regulations  to  govern  the  use  of  the 
said  water  power  and  the  operations  of  the  plant  and 
force  employed  in  connection  therewith;   and  no  claim, 
shall  be  made  against  the  United  States  for  any  failure  of 
water  power  resulting  from  any  cause  whatever. 

Sec.  5.  That  in  case  of  failure  on  the  part  of  said  J.  A.  ^jf^*""^®  *°  °°" 
Omberg,  junior,  his  heirs  and  assigns,  for  a  period  of 
twelve  months  to  formally  notify  the  Secretary  of  W^ar  of 
his  intention  to  proceed  with  the  construction  of  the  lock 
and  dam  as  herein  provided,  then  it  shall  be  lawful  for  New  contract. 
the  Secretary  of  War  to  contract  with  any  private  corpo- 
ration, company,  firm,  or  persons  for  the  construction  of 
said  lock  and  dam  on  the  terms  and  in  the  manner  herein 
provided:  Provided,  That  the  Secretary  of  War  may  re- 
quire the  contracting  party  to  execute  a  bond,  with  proper 
sureties,  before  the  commencement  of  the  work,  in  such 
amount  as  he  may  consider  necessary,  not  exceeding  one 
hundred  thousand  dollars,  to  insure  the  commencement, 
prosecution,  and  completion  of  the  work  herein  authorized 
and  compliance  with  the  terms,  conditions,  and  require- 
ments of  this' Act;  and  in  case  of  failure  to  comply  with  Forfeiture. 
the  requirements  of  said  bond  the  said  contracting  party 
shall  forfeit  to  the  United  States  the  full  amoimt  thereof. 

Sec.   6.  That  the  right  is  expressly  reserved  in  the    Revocation. 
United  States  to  revoke  by  Act  of  Congress  the  rights, 
privileges,  and  benefits  conferred  by  this  Act;  but  in  the,  compensation 

x^o'  t'  '  fori  m  D  r  o  V  6- 

event  of  such  revocation  the  United  States  shall  pay  toments. 
the  corporation,   company,  firm,   or  persons  who  may 
erect  said  lock  and  dam  under  the  provisions  of  this  Act 


Proviso. 
Bond. 


694  REPORT    OF    THE    INLAND    WATERWAYS   COMMISSION 

as  full  compensation  the  reasonable  value,  exclusive  of 
the  franchise  hereby  conferred,  of  all  properties  erected 
and  lands  purchased  by  them  necessary  for  the  enjojanent 
of  the  benefits  conferred  upon  them  by  the  provisions  of 
ingv^iiueor'°"t^^^^  ^^^'  such  valuc  to  be  determined  by  mutual  agree- 
ment between  the  Secretary  of  War  and  the  owners  of  said 
properties;  and  in  case  they  can  not  agree,  then  by  pro- 
ceedings instituted  in  the  United  States  circuit  court  for 
the  condemnation  of  said  property,  such  proceedings  to 
conform  as  nearly  as  may  be  to  the  laws  of  the  State  of 
Arkansas  in  respect  of  condemning  land  for  the  right  of 
Provisos.         wav  for  railroad  purposes:  Provided,  That  to  insm-e  com- 

Suspension    of     , .  •  •   i       i  c     i  c     i   •       » 

privileges.  pliaucc  With  the  tcmis  ot  the  contract  or  or  this  Act,  or 

to  protect  the  interests  of  navigation,  the  Secretary  of 
War  shall  have  power  at  any  time,  before  or  after  the 
completion  of  the  work,  to  order  a  suspension  of  all  privi- 

by^ijunctimi*!'^*l^g^s  granted  by  this  Act:  And  provided  furtJier,  That 
compliance  with  such  order  of  suspension  may  be  enforced 
by  the  injunction  of  the  circuit  court  of  the  United  States 
exercising  jurisdiction  in  the  district  in  which  the  work  is 
situated,  and  proper  proceedings  to  this  end  shall  be  insti- 
tuted by  the  Attorney-General  upon  request  of  the  Secre- 
taiy  of  War. 

and  exls'ting'iaw     Sec.  7.  That  nothing  in  this  Act  shall  be  construed  as 

not  afiected.  in  any  way  interfering  with  the  exclusive  jurisdiction  over 
and  control  by  the  United  States  of  the  White  River  and 
the  lock  and  dam  therein  to  be  erected  for  the  purpose  of 
navigation,  nor  as  repealing  or  modifying  any  of  the  pro- 
visions of  law  now  existing  in  reference  to  the  protection 
of  navigation. 

Approved,  June  29,  1906. 

ADDITIONAL.   LEGISLATION 

Muskingum,  Green,  and  Barren  rivers. — In  addition  to 
the  water-power  privileges  granted  by  the  aforemen- 
tioned acts.  Congress,  in  the  river  and  harbor  acts  of  1888 
and  1890,  authorizes  and  empowers  the  Secretary  of  War 
to  grant  leases  or  licenses  for  the  use  of  the  water  power 
on  the  Muskingum,  Green,  and  Barren  rivers,  as  shown 
by  the  following  extracts  from  those  laws,  to  wit : 

[Extract  from  river  and  harbor  act  of  August  11,  18S8:  Muskingum  River] 

Ri'l'^er^ohio^""^  Improving  Muskingum  River,  Ohio:  For  the  construc- 
tion of  a  lock  at  Taylorsville  and  the  reconstruction  of 
the  lock  at  Zanesville,  pursuant  to  the  report  of  the  engi- 
neers, one  hundred  and  two  thousand  dollars;  and  the 
Secretary  of  War  is  hereby  authorized  and  empowered 
to  grant  leases  or  licenses  for  the  use  of  the  water  powers 
on  the  Muskingum  River  at  such  rate  and  on  such  condi- 
tions and  for  such  periods  of  time  as  may  seem  to  him 
Proviso.  just,  equitable,  and  expedient:  Proinded,  That  the  leases 

rigMs*"'^  °  ""^ '  or  licenses  shall  be  limited  to  the  use  of  the  surplus  water 


STATUTES    RELATING    TO    WATER   POWER 


695 


not  requii-ed  for  navigation.  And  he  is  also  empowered 
to  grant  leases  or  licenses  for  the  occupation  of  such  lands 
belonging  to  the  United  States  on  said  Muskingum  lliver 
as  may  be  requned  for  mill-sites  or  for  other  purposes 
not  inconsistent  with  the  requirements  of  navigation; 
and  all  moneys  received  under  such  leases  or  licenses  shall 
be  turned  into  the  Treasury  of  the  United  States,  and  the 
itemized  statement  thereof  shall  accompany  the  annual 
report  of  the  Chief  of  Engineers. 

But  nothing  in  this  act  shall  be  construed  to  affect  any    vested  rights, 
vested  right,  if  such  there  be,  of  any  lessee  of  water 
power  on  said  river. 


Proviso. 


Limited  to  sur- 
plus water. 


[Extract  from  river  and  harbor  act  of  September  19,  1890:  Green  and  Barren  rivers] 

The  Secretary  of  War  is  hereby  authorized  and  em-    oreenand  Bar- 
powered  to  grant  leases  or  licenses  for  the  use  of  the    water-power 
water-powers  on  the  Green  and  Barren  Rivers  at  such  a**^**^®^" 
rate  and  on  such  conditions  and  for  such  periods  of  time 
as  may  seem  to  him  just,  equitable,  and  expedient;  said 
leases  not  to  exceed  the  period  of  twenty  years:  Provided, 
That  the  leases  or  licenses  shall  be  limited  to  the  use  of 
the  surplus  water  not  requii-ed  for  navigation.     And  he 
is  also  empowered  to  grant  leases  or  licenses  for  the  occu- 
pation of  such  lands  belonging  to  the  United  States  on 
said  Green  and  Barren  Rivers  as  may  be  required  for 
mill-sites  or  for  other  purposes  not  inconsistent  with  the    m  i  i  i-s  i  t  e 
requirements  of  navigation;  said  leases  or  licenses  not  to 
extend  beyond  the  period  of  twenty  years ;  and  all  moneys    Moneys  cov- 
received  under  such  leases  or  licenses  shall  be  turned  into    Report,  etc. 
the  Treasury  of  the  United  States,  and  the  itemized  state- 
ment thereof  shall  accompany  the  annual  report  of  the 
Chief  of  Engineers.     But  nothing  in  this  act  shall  be 
construed  to  affect  any  vested  right,  if  such  there  be,  of    vested  rights. 
any  lessee  of  water-power  on  said  river. 

Following  is  an  extract  from  the  river  and  harbor  act 
of  March  2,  1907,  which  relates,  in  part,  to  the  subject  of 
the  utilization  of  water  power,  to  wit: 

[Waterway  from  Chicago  to  the  Gulf] 

The  Secretary  of  War  ma}^  appoint  a  board  of  five  j^n^^e^fn^j^r^eport 
members,  to  be  composed  of  three  members  of  the  Missis- on  i4-foot  chan- 

■   -r>  •  r^  •      •  j-       i  i      ii   i        ii  •    nel,  St.  Louis  to 

sippi  Kiver  Commission,  one  of  whom  shall  be  the  presi- mouth  of  river, 
dent  of  such  commission,  and  two  engineer  officers  of  the 
United  States  Army,  to  examine  the  Mississippi  River 
below  Saint  Louis  and  report  to  Congress,  at  the  earliest 
date  by  which  a  thorough  examination  can  be  made,  upon 
the  practicability  and  desirability  of  constructing  and 
maintaining  a  navigable  channel  fourteen  feet  deep  and 
of  suitable  width  from  Saint  Louis  to  the  mouth  of  the 
river,  either  by  the  improvement  of  said  river  or  by 
a  canal  or  canals  for  part  of  said  route.  In  its  report  scope, 
the  board  shall  cover  the  probable  cost  of  such  improve- 
ment, the  probable  cost  of  maintenance,  and  the  present 
and  prospective  commerce  of  said  waterway,  botn  local 


696  EEPORT   OF    THE    INLAND    AVATEEWAYS    COMMISSION 

and  general,  upstream  as  well  as  downstream,  and  the 
said  board  may  consider  in  connection  with  the  examina- 
tion herein  provided  for,  the  survey  of  a  proposed  water- 
way from  Chicago  to  Saint  Louis,  heretofore  reported; 
it  shall  also  report  whether  other  plans  of  improvement 
can  be  devised  by  which  the  probable  demands  of  traffic, 
present  and  prospective,  can  be  adequately  met,  and  the 
sum  of  one  hundred  and  ninety  thousand  dollars,  or  so 
much  thereof  as  may  be  necessary,  is  hereby  appropriated 
for  the  inakmg  of  such  survey,  of  which  amount  only  one 
hundred  thousand  dollars  shall  be  available,  unless  in 
presenting  a  plan  for  such  waterway  it  shall  be  necessary, 
in  the  judgment  of  said  board,  to  make  a  survey  for  a 
lateral  canal  or  canals;  and  the  force,  plant,  and  records 
of  the  Mississippi  River  Commission  shall  be  available 
for  the  use  of  said  board  in  making  said  examination; 
and  said  board  shall  also  at  the  earliest  date  practicable 
report  upon  the  following: 
Subjects  of  re-  First.  What  depth  of  channel  is  it  practicable  to  pro- 
^°  ■  duce  between  Saint  Louis  and  Cairo  at  low  water  by 

means  of  remilation  works. 

Second.  What  depth  will  obtain  in  such  regulated 
channel  at  the  average  stage  of  water  for  the  year. 

Third.  For  what  average  number  of  days  annually  will 
fourteen  feet  of  water  obtam  in  such  regulated  channel. 

Fourth.  What  increase  of  depth  will  be  obtained  over 
the  natural  flow  of  water  in  such  regulated  channel  by  an 
added  volume  of  ten  thousand  cubic  feet  per  second; 
also  fourteen  thousand  cubic  feet  per  second. 

Fifth.  And  the  board  shall  consider  further  the  prac- 
ticability of  producing  at  all  seasons  of  the  year  a  depth 
of  fourteen  feet  in  such  regulated  channel  b}^  the  aid  of 
locks  and  dams  similar  to  those  projected  and  in  use  on 
the  Ohio  River  improvement. 

Sixth.  And  the  said  Board  shall  also  report  upon  any 
w^ater  power  which  may  be  created  in  the  portion  herein 
directed  to  be  surveyed,  as  well  as  in  the  proposed  water- 
way from  Saint  Louis  to  Chicago  heretofore  surveyed, 
and  the  value  thereof,  and  what  means  should  be  taken 
in  order  that  the  Government  of  the  United  States  may 
conserve  the  same  or  receive  adequate  compensation 
therefor,  and  upon  any  lands  which  may  be  drained  by 
the  construction  of  either  of  said  proposed  waterways, 
and  shall  also  report  what  steps,  if  any,  shall  be  taken  to 
cause  the  cost  of  the  improvement  to  be  defrayed,  in 
whole  or  part,  by  means  of  such  water  power  or  lands. 


INDEX 


Page 

Abandoned  canals 204 

Agencies,  Operating 99 

Alabama  River 63,523 

Albemarle  and  Chesapeake  Canal 286 

Allegheny  River 84.457 

Altaniaha  River 58 

Ames,  Adelhert,  member  of  Select  Com- 
mittee   582 

Anderson,  George  H.,  Testimony  of 323 

Andersonville  Shoals,  Authority  to  dam 

Savannah  River  at 673 

Apalachicola  River 61 

Appalachian  region,  Forests  and  streams 

of  the 520 

Appomattox  River 53 

Applications  of  water  power;  W.  E.  Her- 
ring   447 

Appropriations    for    waterway    improve- 
ment   180 

Arkansas  River 76.  525 

Ashe,  W.  W.;  Special  Relations  of  For- 
ests to  Rivers  in  the  United  States 514 

Associations  of  river  lines 111,129 

Atchafalaya  River 67 

Atlantic  coast  canals 190 

Atlantic,  Tributaries  to  the 36 

Augusta,    Authority    to    dam    Mississippi 

River  at 648 

— ,  Authority  to  dam  Savannah  River  at.  674 

Austria-Hungary,  Waterways  of 420 

Bankhead,  John  H.,  Appointment  of  _  _  15 

Barges,  Use  of  steel 94 

B arataria  and  Lafourche  Canal 304 

Barren   River,   Authority  to  lease  power 

from 694 

Bayou  Atchafalaya 67 

Bayou  Lafourche 66 

Bayou  Macon 75 

Bayou  Tensas 75 

Bear  River,  Authority  to  dam 603 

Belgium,  Waterways  of 389 

Bemidji,    Authority   to    dam    Mississippi 

near 621 

Big  Black  River 75 

Black  River 74,  76 

Black  Warrior  River,  Authority  to  dam 

branch  of 605 

Boiler  water 438 

Bond  issue.  Expediency  of vil 

Brainerd,    Authority   to   dam   Mississippi 

near 624 

31673— S.  Doc.  325,  60-1 45 


Page 

Brazos  River .   68,  527 

Buck  Rapids,  Authority  to  dam  Missouri 

River  at 654 

Buffalo,  Traffic  at 175 

Burton,  Theodorb  E.,  Appointment  of.  15 

— ,  Letter  from 492 

— ,  Letter  to 498 

Cache  River 76 

Cahaba  River,  Authority  to  dam 606 

Cairo,  Floods  at 481 

Calcasieu  River 67 

Calhoun  Falls,  Authority  to  dam  Savan- 
nah River  at 674 

Callaway,  .S.  R.,  Testimony  of 319 

Canal  grants 178 

Canal  traffic 219,  251 

Canals,  Abandoned 204 

—  as  rate  regulators 314 

— ,  Control  of,  by  railways 375 

—  in  the  United  States 188,  192 

— ,  State  and  private 210 

Cape  Fear  River 56 

Cargo  insurance 332 

Carpenter,   L.  G.,  cited  on   forests  and 

streams 510 

Carter,  Z.  R.,  Testimony  of 320 

Casserly,    Eugene,    member   of    Select 

Committee 582 

Chattahoochee  River 62 

Cherokee  Shoals,  Authority  to  dam  Savan- 
nah River  at 674 

Chesapeake  and  Delaware  Canal 275 

Chesapeake  and  Ohio  Canal 280 

Chicago,  Rates  at 347 

Chicago  Sanitary  and  Ship  Canal 253 

Chief  of  Engineers,  Powers  conferred  on_  600 

Chittenden,  H.  M.,  quoted  on  reservoirs.  486 
Choctawhatchee  River,  Authority  to  dam.  606,  607 

Chowan  River 5S 

Cincinnati  as  a  distributing  point 114 

— ,  Floods  at 475 

City  water  supply 44S 

Clearwater,  Authority  to  dam  Mississippi 

near 625 

Clements,  Judson  C,  Testimony  of 321 

Clinch  River 80 

Clinton,  Dewitt,  cited  on  canals 214 

Clinton,  George,  Report  to 536 

Coal  supplies  available 503 

Colorado  River 93 

— ,  Navigation  on 160 

697 


698 


REPORT    OF    THE    INLAND    WATERWAYS    COMMISSION 


Page 

Columbia  River 89,  530 

— ,  Inspection  of -  17 

Commerce  on  interior  rivers 94 

the  Great  Lakes 163 

Commission,  Creation  of  the iS 

Concrete,   Use  of,   in  water\vay  improve- 
ment          497 

Conference  on  conservation  of  natural  re- 
sources. Appointment  of  Committee  on.  18 

— ,  arrangements  for  the 27 

Congaree  River • 5  7,  183 

CoNKLiNG,    RoscoE,    member    of    Select 

Committee 582 

— ,  Minority  report  by S96 

Connecticut  River 516 

CoNOVER,   Simon   B.,   member  of  Select 

Committee 582 

Conservation  of  resources v,  16,  24 

Control  of  water  traffic  by  railways 375 

Cooperation,  Necessity  for 16,23 

Coordination,  desirability  of v,i5,22 

Coosa  River 63,183 

— ,  Authority  to  dam 607-613 

Crow  "Wing  River,  Authority  to  dam 613 

Cumberland  River 81,  186,  464 

— ,  Authority  to  improve 614-617 

Dams,  General  act  regulating 600 

Danube,  Improvement  of . 421 

Davant,  James  S.,  Testimony  of 323 

Davenport,  Authority  to  develop  Missis- 
sippi near 644 

Davis,  Arthur  C,  Letter  from 498 

Davis,  Henry  G.,  member  of  Select  Com- 
mittee   5S2 

— ,  Minority  report  by 596 

Decline  of  water  traffic in,  133,  251 

Delaware  and  Raritan  Canal 254 

Delaware  canals 199,  275 

Delaware  Division  Canal 269 

Delaware  River 48 

Des   Moines    Rapids,    Authority    to   dam 

Mississippi  near 627 

Detroit  River,  TraiSc  through 174 

Dismal  Swamp  Canal 291 

Dole,  R.  B.;    Effects  of  the  Purity  of  In- 
dustrial Water  Supplies  on  their  Use.  .  436 

Effects  of  the  Purity  of  Industrial  Water 

SuppUes  on  their  Use;   R.  B.  Dole 436 

Elk  River  Shoals,  Authority  to  dam  Ten- 
nessee River  at 680 

Ellet,  Charles,  cited  on  reservoirs 452 

Empson,  H.  W.,  Statement  by 429 

Engineers  (Chief  of).  Powers  conferred  on.  600 

Erie  Canal,  Historj'  of 213 

— ,  Traffic  on 219 

Erosion  of  the  soil 16,21,517,  523 

Europe,  Waterways  and  railways  in 377 

Evaporation,  Effect  of,  forests  on 505 

Ferguson,  Walter  J.,  Statement  by 333 

Findings  of  the  Commission i8 

Flint  River 62 

— ,  Authority  to  dam 617 

Floods,  Control  of 16,451 


Page 

Floods,  Relation  of  forests  to 518 

Forests  and  streams.  Relations  of..    21,  505,  514 

Foster,   Lanclot,   Statement  by 430 

Fox  River 187 

France,  Waterways  of 413 

French  Broad  River 80 

Fuels  and  Structural  Materials  in  relation 

to  Inland  Water  Transportation;  J.  A. 

Holmes 491 

Fulton,  Robert,  Reprint  of  report  by.  575 

Gallatin,  Albert,  Reprint  of  report  by.  535 

Gasconade  River 85 

Geological  Survey,  Acknowledgment  to..  490 

Germany.  Waterways  of 402 

Goose  Creek.  Authority  to  dam 618 

Government  aid  to  inland  navigation 177 

Government  canals 193 

Government  slackwater  rivers 182 

Grand   Detour,   Authority  to   dam   Rock 

River  near 665 

Grand  Rapids,  Authority  to  dam  Missis- 
sippi near 631 

Grants  for  waterway  improvement 177 

Great  Britain,  Transportation  facilities  in.  378 

Great  Lakes,  Inspection  of  the i-  17 

— ,  Traffic  on  the 163,  229 

Green    River,   Authority   to   lease   power 

from 694 

Gregg  Shoals,  Authority  to  dam  Savan- 
nah River  at 677 

Griffith,  Charles  G.,  Testimony  of 324 

Griswold,  B.  H.,  Testimony  of 323 

Gulf  of  Mexico,  Tributaries  to 27 

— ,  Waterway  from  Lakes  to 695 

Hales  Bar,   Authority  to  dam  Tennessee 

River  at 681 

Hamilton,  Authority  to  dam  Mississippi 

River  near 627 

Harvey  Canal 305 

Hattons  Ford,  Authority  to  dam  Savan- 
nah River  at 677 

Health,  Relation  of  forests  to  the  public.  532 

Hearings . 17 

Helena,  Authority  to  dam  Missouri  River 

near 654 

Herring,  W.  E.  ;  Applications  of  Water 

Power 447 

Holland,  Waterways  of 423 

Holmes,  J.  A. ;  Fuels  and  Structural  Ma- 
terials   in    relation    to    Inland    Water 

Transportation 491 

Holston  River 81 

Hudson  River 44,516 

Illinois  canals 190,  247 

Illinois  River 85,  186 

Industrial  Commission,  Testimony  before 

the 319 

Industrial  water  supplies l 436 

Insurance  as  affecting  traffic 332 

Internal-combustion    engine.  Advantages 

of 500 

' '  Iron  Gates, ' '  Improvements  at 422 


INDEX. 


699 


Page 

James  River 52 

Johnston,  John  W.,  member    of    Select 

Committee 582 

— ,  Minority  report  by 596 

Kanawha  River 83,  185,  460 

Kansas  City  Line 126 

Kansas  River,  Authority  to  dam 619 

Keep,  Charles  L.,  Testimony  of 320 

Kennebec  River 40,  515 

Kentucky  River 83,  185,  464 

Keokuk,  Authority  to  dam  Mississippi  near  628 

KiNDEL,  George  J.,  Testimony  of 321 

King,  F.  H.,  cited  on  evaporation 506 

Knapp,  Martin  A.,  Testimony  of 320 

Lake  Borgne  Canal 305 

Lakes-to-Gulf  waterway.  Authority  to  ex- 
amine into 69s 

Langley,  J.  M.,  Testimony  of 323 

Leasing  water  power.  Authority  for 694 

Lee.  Robert  E.,  Statement  by 328 

Lehigh  Canal 267 

Leighton,  M.  O.;  Relation  of  Water  Con- 
ser\'ation     to     Flood    Prevention     and 

Navigation  in  Ohio  River 45 1 

Lewis,  John  F.,  member  of  Select  Com- 
mittee  582 

Little  Falls,  Authority  to  dam  Mississippi 

at 632 

Little  River,  Authority  to  dam 621 

Locks,  Statutes  relating  to 601 

Louisiana  canals 190,  200,  203,  299 

Louisiville,  Floods  at 477 

— ,  Rates  at 248 

Lyndon,  Authority  to  dam  Rock  River 

near 666 

McDaniel  Shoals,  Authority  to  dam  Sa- 
vannah River  at 678 

McGeE,  W  J,  Appointment  of 15 

— ,  Note  by 535 

Mackenzie,  Alexander,  Appointment  of  15 

— ;  Statutes  Relating  to  Water  Power 597 

— ,  Supplementary  report  of 20 

Manchester  Canal 43  3 

Maryland  canals 202,  27s 

Memphis,  Rates  at 348 

— ,  Terminals  at 145 

Merrill,  V/illiam  E.,  cited  on  reservoirs.  452 

Merrimac  River 40 

Middleton  Shoals,  Authority  to  dam  Sa- 
vannah River  at 678 

Minneapolis,    Authority    to    dam    Missis- 
sippi at 63  2 

Minnesota  River 86 

Mitchell,   John   H.,  member  of  Select 

Committee 582 

Mississippi  River,  Agencies  operating  on.  100 

—  and  its  tributaries 27,  69,  184 

— ,  Authority  to  dam 621-65 1 

survey 695 

— ,  Inspection  of 17 

— ,  Terminals  on 143 

Mississippi  River,  Traffic  on. in,  124, 154 


Page 

Missouri  River 85,525 

— ,  Authority  to  dam 651-655 

— ,  Inspection  of 17 

Mobile  River 64 

Moline,  Authority  to  develop  the  Missis- 
sippi near 641 

Monongahela  River 2 84,  184,  458 

— ,  Agencies  operating  on 103 

— ,  Associations  on in 

— ,  Traffic  on 150 

Monopoly,  Development  of v,  22 

— ,  Encouragement  of 24 

Monticello,  Authority  to  dam  Mississippi 

near 635 

Morrell,  J.  D.,  Statement  by 432 

Morris  Canal 261 

Morrison  County,  Authority  to  dam  Mis- 
sissippi in 637 

Muscle  Shoals,  Authority  to  dam  Tennes- 
see River  at 685 

Muskingum  River 83 

— ,  Authority  to  lease  power  from 694 

Nauvoo,  Authority  to  dam  Mississippi  near       627 
Navigable  streams  of  the  United  States..  35 

Navigation,  Appropriations  in  aid  of 180 

— ,  Decline  of 111,95,251 

— ,  Findings  concerning 18 

— ,  GovertHuent  aid  to 177,  182,  193 

— ,  Improvement  of 451 

— ,  Interdependence  of rv 

— ,  Necessity  for 16 

—  on  the  Colorado 160 

Neuse  River 55 

New  Basin  Canal 300 

Newell,  F.  H.,  Appointment  of 15 

New  Jersey  canals 198,  202,  254 

Newlands,  Francis  G.,  Appointment  of.  15 

— ,  Supplementary  report  of 21 

New  Orleans,  Rates  at 352 

— ,  Terminals  at i45 

— ,  Traffic  at 158 

New  River,  Authority  to  dam 655 

New  York  canals 189,  210 

— .  Traffic  on 234 

Niobrara  River,  Authority  to  dam 656 

North  Carolina  canals 200,  203,  286 

Norwood,  Thomas  M.,  member  of  Select 

Committee 582 

— ,  Minority  report  by 599 

Obion  River 77 

Ocmulgee  River 58 

Oconee  River 58 

Ohio  canals 189,  239 

Ohio  River 77,184 

— ,  Agencies  operating  on 103 

— ,  Traffic  on 109,  150 

Old  Basin  Canal 301 

Operating  agencies 281 

Oregon  canals 201,  203,  308 

Osage  River 85 

— ,  Authority  to  dam 656 

Ox  Bow  Bend,   Authority   to   dam   Mis- 
souri River  at 652 


700 


EEPORT    OF    THE    INLAND    \VATERWAYS    COMMISSION 


Page 

Pacific  Coast  canals 192 

Pacific,  Tributaries  to  the 38 

Packet  lines 125,  127 

Paper-making,  Water  for 442 

Pascagoula  River 65 

Passaic  River 45 

Patapsco  River 50 

Patuxent  River 51 

Pea  River,  Authority  to  dam 657 

Pearl  River 65 

Penobscot  River 39 

Pend  d'Oreille  River,  Authority  to  dam.-  658 

Pennsylvania  canals 198,  202,  267 

PiNCHOT,  GiFFORD,  Appointment  of 15 

Pittsburg,  Floods  at 468 

— ,  Rates  at 351 

— ,  Traffic  at 151 

Platte  River 526 

Portage  Lake  canals.  Traffic  on 173 

Portland,  Rates  at 370 

Potomac  River 51 

Power,  Water 447,  490 

— ,  Development  of 21 

— ,  Relation  of  forests  to 533 

— ,  Statutes  relating  to  water 597 

Precipitation,  Effect  of  forests  on 505 

President,  Letter  from  the 15 

— ,  —  to  the 27 

— ,  Message  of  the iii 

Purity  of  water.  Necessity  for 43  6 

Rafter,  George  W.,  cited  on  forests  and 

streams 509 

Railway  control  of  canals.  255,  259,  280,  314,  428 
Railway  control  of  river  traffic  and  private 

canals 375 

Rail'svays,  Findings  on 19 

— ,  Insufficiency  of 16 

— ,  Limit  of  capacity  of iil 

— ,  Relation  of,  to  waterways 377 

Rainy  Lake  River,  Authority  to  dam._    660-663 

Rancocas  River 47 

Rappahannock  River 52 

Raritan  River 45 

Rates,  Competitive 116, 

125,  137,  236,  265,314.325.334,  429 

—  for  water  traffic 236,  397 

• — -  on  canals 252, 

258, 274. 276, 294,306,310 

Reclamation,  Importance  of 22 

Recommendations  of  the  Commission 25 

Red  Lake  River,  Authority  to  dam 664 

Red  River 74,  527 

Red  River  of  the  North 86 

Regimen,  Maintenance  of 20 

Relation  of  Water  Conservation  to  Flood 
Prevention    and    Navigation    in    Ohio 

River;  M.  O.  Leighton 451 

—  — transportation  to  railway  rates  _  314 

Relations  between  Watersvays  and  Rail- 
way Traffic  in  Europe;  J.  C.  Welliver.  377 

—  (General)  of  Forests  and  Streams;  Ra- 
phael Zon 505 

—  (Special)   of  Forests  to  Rivers  in  the 
United  States;  W.W.Ashe 514 

Reservoirs,  Cost  of 487 

— ,  Feasibility  of 451 


Page 

Resources,  Conservation  of v,  24 

— ,  Waterways  as 15 

Rights  of  way,  Acts  authorizing 618,620 

Rio  Grande 527 

River  and  rail  rates 325,  334,  429 

—  systems 35 

—  traffic.  Control  of,  by  railways 375 

Rivers  and  forests.  Relations  of 505 ,  514 

—  as  rate  regulators 315 

— ,  Importance  of  American iii 

— .Navigable 35-93.    Maps   A,   B 

— ,  Slackwater 182 

Roanoke  River 55,  523 

Roberts,  W.   Milnor,   quoted  on  reser- 
voirs          45  2 

Rock    Island,    Authority    to    dam    Rock 

River  at 668 

— , develop  the  Mississippi  near.-    641,  642 

Rock  River,  Authority  to  dam 665 

Roosevelt,  President,  Letter  from 15 

— ,  Letter  to 27 

— ,  Message  of m 


Sabine  River 67,527 

Sacramento  River 87,  528 

— ,  Inspection  of 17 

Saint   Cloud,    Authority   to   dam   Missis- 
sippi at 644 

St.  Croix  River 86 

— ,  Authority  to  dam 671 

St.  Francis  River 77 

St.  Johns  River 59 

Saint  Joseph  River,  Authority  to  dam 672 

St.  Louis,  Rates  at 337 

— ,  Terminals  at 143 

— .  Traffic  at 154 

St.  Marys  Falls  Canals,  Traffic  through-    164,  169 

St.  Marys  River 59 

St.    Paul,    Authority   to   dam   Mississippi 

near 634 

San  Francisco,  Rates  at 374 

San  Joaquin  River 87 

Santee  River ' 57 

Sauk   Rapids,   Authority  to  dam  Missis- 
sippi at 644 

Savannah  River 58,523 

— ,  Authority  to  dam 673-679 

I    Schuylkill  Navigation 271 

Schuylkill  River 48 

!    Seattle,  Rates  at 369 

Sessions  of  the  Commission 17 

Sherburne    County,    Authority    to    dam 

Mississippi  in 639 

Sherman,  John,  member  of  Select  Com- 
mittee         582 

Shreveport,  Rates  at 360 

Slackwater  rivers 182 

Smith,  George  Otis,  Letter  from 491 

Smith,  Herbert  Knox,  Appointment  of .  15 

— ,  Note  by 582 

— ,  Papers  by 33-376 

Snake  River 92 

Soil  erosion 16,  215.  517,  5 23 

Spencer,  Samuel,  Testimony  of 320 

Spokane     River,     Authority     to     acquire 

water  rights  on 680 


INDEX 


701 


Page 
State  and  private  canals 210 

—  Canals 189,  196 

Statistics    of    commerce    on    the    Great 

Lakes 163 

Statutes  Relating  to  Water  Power;  Alex- 
ander Mackenzie 597 

Steams  County,  Authority  to   dam   Mis- 
sissippi in 648 

Sterling,  Authority  to  dam  Rock  River  at       670 

Storage  to  control  floods 451 

Storage,  Water 21 

Stott,  H.  G.,  Acknowledgment  to 501 

Streams,  Navigable 35-93 

— ,  Relation  of  forests  to 21,  505,  514 

Structural    materials    and    water    trans- 
portation          491 

Stubbs  Ferry,  Authority  to  dam  Missouri 

River  at 653 

Sturgeon  Bay  and  Lake  Michigan  Canal, 

Traflic  through 173 

Susquehanna  River 49 

Suwanee  River 61 

Systems  of  waterways 29,  35-93 

Tariffs,  Discriminating 116, 

125,  137,  236,  265,^14 

Tennessee  River 79,  464,  517 

— ,  Authority  to  dam 680-690 

Terminals  and  their  control 136 

—  on  the  Mississippi 143 

The  Dalles,  Rates  at 372 

Tombigbee  River 64 

TrafBc,  Canal 273,  279,  282,  288,  295 

— ,  Decline  of  river 111,133,251 

—  on  Great  Lakes 163,  229 

Interior  rivers 94 

Mississippi  River 124,  154 

New  Jersey  canals 256 

Ohio  River 150 

Trinity  River 68,  527 

Trotters   Shoals,    Authority   to   dam   Sa- 
vannah River  at 

Tugaloo  River,  Authority  to  dam 

Turners    Shoals,    Authority    to    dam    Sa 

vannah  River  at 

Typhoid,    Relation   of,    to   impure   water 

supply 445 


679 
677 


679 


Page 
Vermeule,  C.  C,  cited  on  forests  and 

streams 509 

Vessels,  Types  of 94 

Virginia  canals 200,  203,  286 

Wabash  River 82,  i86 

— ,  Authority  to  draw  water  from 690 

War  (Secretary  of),  Powers  conferred  on.        600 

Warner,  William,  Appointment  of 15 

Warrior  River 64,183 

Washington,  George,  Waterway  policy 

of 535 

Watab,  Authority  to  dam  Mississippi  at..       650 
Waterway  competition 314 

—  from  Chicago  to  the  Gulf,  Authority  to 
examine  into 695 

— •  improvement.  Ineffective vi 

—  trafEc,  Decline  of 133.251 

Waterways  and  forests.  Relations  of.  21,  505,  514 

— ,  Appropriations  in  aid  of 180 

— ,  Relation  of,  to  railways 377 

— ,  Systems  of 29,35-93,  Maps  A,B 

— ,  Unity  of iv,  v,  15,  22 

Water  power.  Applications  of 447 

,  Appointment  of  Committee  on 17 

,  Statutes  relating  to 597 

—  supply,  Purification  of 20 

—  transportation,  Conditions  affecting..        491 

Wateree  River 57 

Welliver,  J.  C;  Relations  between  Wa- 
terways and  Railway  Traffic  in  Europe . .        377 

West,  J.  Rodman,  member  of  Select  Com- 
mittee        582 

Wharfage  charges 139,  147 

White  River 76,  187 


— ,  Authority  to  dam 

Willamette  River 

WiNDOM,  William,  member  of  Select  Com- 
mittee   

— ,  Reprint  of  reix)rt  by 

— ,  Tribute  to 

Wright  County,  Authority  to  dam  Missis- 
sippi in 


Yazoo  River 

Yellowstone  River. 
York  River 


Vanlandingam,  a.  J.,  Testimony  of. 


322 


ZoN,  Raphael;  General  Relations  of  For- 
ests and  Streams 


691 


582 
583 
S3S 

639 

75 
85 
52 


o 


i 

f 


Errata  on  map  B  (in  pocket). 

For  "Rechelieu"  read  Richelieu  (River  in  Canada). 

For  "Esterville-Minim"  read  Estherville-Minim  (S.  C). 

For  "Guinguard"  read  Guignard  (Landing  in  S.  C). 

For  "Fort  Bassenger"  read  Fort  Bassinger  (Fla.). 

For  "Andalucia"  read  Andalusia,  and  place  near  the  head  of  navigation  on  Conecuk 
River. 

For  " Choctawhatchie "  read  Choctawhatchee  (River  in  Fla.). 

For  "Lesuer"  read  LeSueur  (Minn.). 

For  "Stocton"  read  Stockton  (Cal.). 

Chowan,  Blackwater,  Meherrin,  and  Nottoway  Rivers  in  North  Carolina  and  Vir- 
ginia, listed  among  the  Navigable  Streams  (page  52),  do  not  appear  on  map. 

Coosa  River,  Alabama,  is  not  navigable  between  W'etumpka  and  Lock  4  (117 
miles). 

A  break  in  navigability  of  the  Mississippi  should  be  shown  at  Minneapolis. 

"Cascades  Canal"  (Ore.)  should  appear  below  The  Dalles  (Columbia  River). 

A  break  in  navigability  should  be  shown  above  The  Dalles. 

The  upper  Columbia  (in  Washington)  is  navigable  between  Bridgeport  and 
.Wenatchie. 


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